POH - PA44 Seminole G1000 NXi

REFERENCE ONLY
THIS ELECTRONIC VERSION
SEMINOLE
OF THE POH IS
NOT APPROVED TO
REPLACE ANY OPERATING
INFORMATION REQUIRED
BY THE REGULATIONS.
PA-44-180
SN 4496395, 4496397 AND UP
WITH GARMIN G1000 SYSTEM
PILOT’S
OPERATING
HANDBOOK
AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL
AIRPLANE AIRPLANE
SERIAL NO._____________________ REGIST. NO.__________________
PA-44-180
REPORT: VB-2636 FAA APPROVED BY:____________________________
ERIC A. WRIGHT
O.D.A. 510620-CE
DATE OF APPROVAL: PIPER AIRCRAFT, INC.
NOVEMBER 3, 2016 VERO BEACH, FLORIDA
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE

PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION
PROVIDED BY THE MANUFACTURER AND CONSTITUTES THE FAA APPROVED
AIRPLANE FLIGHT MANUAL. THIS HANDBOOK MUST BE CARRIED IN THE AIRPLANE AT
ALL TIMES.
THIS FLIGHT MANUAL IS EASA

A P P ROVED. THIS AP PROVAL
IS VALID FOR THE AFM/POH
VB-2636.

PA-44-180, SEMINOLE
Published by
TECHNICAL PUBLICATIONS
Piper Aircraft, Inc.
Issued: November 3, 2016
© 2016–2020 Piper Aircraft, Inc.
All Rights Reserved.
REPORT: VB-2636 ISSUED: November 3, 2016

ii REVISED: April 2, 2020
PA-44-180, SEMINOLE
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-44-180
model airplane designated by serial number and registration number on the face
of the title page of this handbook.
WARNING
Extreme care must be exercised to limit the
use of this handbook to applicable aircraft.
This handbook is valid for use with the
airplane identified on the face of the title page.
Subsequent revisions supplied by Piper must be
properly inserted.
WARNING
This handbook cannot be used for operational
purposes unless kept in a current status.
WARNING
Inspection, maintenance and parts
requirements for all non-PIPER APPROVED
STC installations are not included in this
handbook. When a non-PIPER APPROVED
STC installation is incorporated on the airplane,
those portions of the airplane affected by the
installation must be inspected in accordance
with the inspection program published by
the owner of the STC. Since non-PIPER
APPROVED STC installations may change
systems interface, operating characteristics
and component loads or stresses on adjacent
structures, PIPER provided inspection criteria
may not be valid for airplanes with non-PIPER
APPROVED STC installations.
ISSUED: November 3, 2016 REPORT: VB-2636

iii
PA-44-180, SEMINOLE
REVISIONS
The Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual, with the exception of the equipment list, is kept current by revisions
which are distributed to the registered airplane owners. The equipment list was
current at the time the airplane was certified by the manufacturer and thereafter
must be maintained by the owner.
Revision material will consist of information necessary to add, update or
correct the text of the present handbook and/or to add supplemental information
to cover added airplane equipment.
I. Identifying Revised Material

Each handbook page is dated at the bottom of the page showing both
the date of original issue and the date of the latest revision. Revised text
and illustrations are indicated by a black vertical line located along the
outside margin of each revised page opposite the revised, added, or deleted
information. A vertical line next to the page number indicates that an entire
page has been changed or added.
Vertical black lines indicate current revisions only. Correction of
typographical or grammatical errors or the physical relocation of information
on a page will not be indicated by a symbol.
II. Revision Procedure
Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below.
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section. Discard old page.
3. Insert page numbers followed by a small letter in direct sequence with
the same commonly numbered page.
ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given
below:
Title, ii through viii, 1-1 through 1-16, 2-1 through 2-20, 3-1 through 3-52,
4-1 through 4-30, 5-1 through 5-34, 6-1 through 6-14, 7-1 through 7-82, 8-1
through 8-22, 9-1 through 9-24, 10-1 through 10-4.

iv

PA-44-180, SEMINOLE
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS

Current Revisions to the PA-44-180, Seminole Pilot’s Operating Handbook,
REPORT: VB-2636 issued November 3, 2016
Revision FAA Approved
Number and Revised Description of Revisions Signature
Code Pages and Date
Rev. 1 ii Updated copyright.
(PR171215) v, vi Added Rev. 1 to L of R.
1-5 Revised Para. 1.5.
1-8, -9 Revised Para. 1.21.
1-12 - Revised and reordered
1-15 terminology of Para. 1.23.
2-i Revised T of C.
2-7 thru Revised Para. 2.27.
2-9
2-13, -14 Revised Para. 2.27.
3-i, -ii Revised T of C.
3-4 thru Revised Para. 3.1 - typos,
3-6 checklist page numbers.
3-7 thru Revised Para. 3.5a.
3-14
3-19 Revised Para. 3.5b
3-20 thru Revised and relocated
3-22 Paras. 3.5c, 3.5d and 3.5e.
3-23, -24 Revised Para. 3.5e.
3-29, -30 Revised Para. 3.5j.
3-50 Revised Para. 3.5o.
3-51 Revised Para. 3.5q.
3-52 Revised Para. 3.5t.
4-i Revised T of C.
4-8 Revised Para. 4.5b.
4-10 Revised Para. 4.5c
4-10a, Added pages. Revised and
4-10b relocated Para. 4.5c.

v
REVISED: December 15, 2017

PA-44-180, SEMINOLE
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont.)

Code Pages and Date
Rev. 1 4-11 thru Revised and relocated
(continued) 4-14 Para’s. 4.5c and 4.5d.
4-15, -16 Revised Para’s. 4.5f
and 4.5g.
4-17 Revised Para. 4.5h.
4-19, -20 Revised Para. 4.5j.
4-22 Revised Para. 4.5l.
4-25 Revised Para. 4.5m.
5-7
6-5 Revised Para. 6.5 - typo.
7-i, ii Revised T of C. Page numbers.
7-5 Revised Fig. 7-1.
7-56 thru Revised Fig. 7-17 and
7-58 Para. 7-17.
7-59, -60 Revised Para. 7.19.
7-75 Revised Fig. 7-33 index.
9-i Revised T of C. ____________
9-25 Added Supplement 5. Eric A. Wright
9-56 Added pages. December 15, 2017

(PR180702) vi Added Rev. 2 to L of R.
vi-a, -b Added new pages.

vi REVISED: July 2, 2018

PA-44-180, SEMINOLE

Code Pages and Date
Rev. 2 2-4 Revised Para. 2.11.
(continued) 2-17 Revised Para. 2.31.
3-22 Revised Para. 3.5e to amend
Oil Pressure procedure.
3-30 Typo.
4-i Revised T.O.C.
4-8 Revised Para. 4.5b.
4-10b - Relocated text to accommodate
4-14 addition to page 4-15.
4-15 Revised Para. 4.5f.
7-45 Revised Standby Instrument.
7-60 Revised Para. 7.19. ____________
9-i Revised T.O.C. Eric A. Wright
9-57, -58 Added Supplement 6. July 2, 2018
Rev. 3 vi-a, -b Added Rev. 3 to L of R.

(PR181001) 1-8, -9 Revised Para. 1.21.
1-8a thru Added pages for table.
1-8j
2-15
2-20
3-19 Revised Para. 3.5c.
3-32 thru Revised Para. 3.5k.
3-38
3-41, -42 Revised Para. 3.5k.
4-13 Revised Para. 4.5d.
6-i Revised T.O.C.

vi-a
REVISED: October 1, 2018

PA-44-180, SEMINOLE

Code Pages and Date
Rev. 3 7-10 thru Revised Primary Flight
(cont.) 7-13 Display information.
7-20 Revised TIS Alerts.
7-21 Revised TAS Alerts.
7-23, -24 Revised TAS Alerts.
7-25, -26 Relocate text.
7-27 thru Revised TAWS-B to add
7-32 WireAware information.
Relocated text and revised
Table 7-1.
7-36, -37 Removed CRG-PG info.
7-38 Revised Databases typos.
7-40, -41 Revised Para. 7.10.
7-43 Revised Level Mode.
7-44 Removed CRG-PG info.
9-24 Revised Legend Note.
9-32 Revised Para. 4.5b. ____________
9-40 thru Revised Para. 4.5f Eric A. Wright
9-42 and relocated text. October 1, 2018
Rev. 4 i Added EASA approval.

(PR191216) ii Updated copyright.
vi-b Added Rev. 4 to L of R.
2-8 thru Revised Para. 2.27 and
2-17 relocated Para’s 2.29, 2.31.
2-18 Relocated Para’s 2.29 and
2.31. Revised Para. 2.31.
2-19, -20 Relocated Para. 2.33.
7-29 Revised TAWS-B Note.
7-38 Revised Databases info. ____________
7-40 Revised Para. 7.10. Eric A. Wright
9-57 Revised Supplement 6. December 16, 2019

vi-b REVISED: December 16, 2019

PA-44-180, SEMINOLE

Code Pages and Date
(PR200402) vi-c, -d Added Rev. 5 to L of R.
Added new pages.
1-8a thru Revised Para. 1.21. Column
1-8j header typo PNB to PBN.
2-i Revised T.O.C.
2-2, -3 Relocate text and revised
Para. 2.7.
2-9 thru Revised Para. 2.27(d).
2-11
2-18, -19 Revised Para. 2.31.
3-19, -20 Revised Para. 3.5c.
4-10b Revised Para. 4.5c.
4-12 Revised Para. 4.5c.
4-16 Revised Para. 4.5g.
5-9 Revised List of Figures.
5-30 thru Relocate figures, revised Fig.
5-33 5-35 and added Fig. 5-35a.
7-43 Revised ESP paragraph.
7-45 thru Revised Standby Instrument.
7-46 Added pages 7-45a & 7-45b
7-61, -62 Revised Fig. 7-21, Fig. 7-23.
7-67, -68 Revised Para. 7.21, Fig. 7-27.
7-73 thru Revised Para. 7.25, Fig. 7-33
7-75 and Fig. 7-33 index.
9-i Revised T.O.C.
9-41 Revised Para. 4.5g.
9-53 thru Revised Supplement 5, Fig.
9-55 7-33 and Fig. 7-33 index. __________
9-59 thru Added Supplement 7. Eric A. Wright
9-66 April 2, 2020

vi-c
REVISED: April 2, 2020

PA-44-180, SEMINOLE

Code Pages and Date

vi-d REVISED: April 2, 2020
PA-44-180, SEMINOLE
Table of Contents
Section 1 General
Section 2 Limitations
Section 3 Emergency Procedures
Section 4 Normal Procedures
Section 5 Performance
Section 6 Weight and Balance
Section 7 Description and Operation of
the Airplane and its systems
Section 8 Airplane Handling, Servicing
and Maintenance
Section 9 Supplements
Section 10 Operating Tips

vii
PA-44-180, SEMINOLE
THIS PAGE INTENTIONALLY LEFT BLANK

viii
SECTION 1
PA-44-180, SEMINOLE GENERAL
Table of Contents
Section 1
General
Paragraph Page
No. No.
1.1 Introduction.............................................................................. 1-1
1.3 Notations................................................................................... 1-3
1.5 Engines..................................................................................... 1-5
1.7 Propellers.................................................................................. 1-5
1.9 Fuel ........................................................................................... 1-6
1.11 Oil ........................................................................................... 1-6
1.13 Maximum Weights................................................................... 1-7
1.15 Standard Airplane Weights...................................................... 1-7
1.17 Baggage Space and Entry Dimensions.................................... 1-7
1.19 Specific Loading....................................................................... 1-7
1.21 G1000 GNSS (GPS/SBAS) Navigation
System Equipment Approvals............................................. 1-8
1.23 Symbols, Abbreviations and Terminology.............................. 1-10

1-i
SECTION 1
GENERAL PA-44-180, SEMINOLE

1-ii
SECTION 1
SECTION 1
GENERAL
1.1 Introduction
This Pilot’s Operating Handbook is designed as an operating guide for the
pilot. It contains all of the information that must be provided in an Airplane Flight
Manual (AFM) under Federal Aviation Regulation. Additional information
is provided by the airplane manufacturer regarding the characteristics and
operation of the airplane and its systems.
This handbook is not designed as a substitute for adequate and competent
flight instruction, knowledge of current airworthiness directives and applicable
federal air regulations or advisory circulars. It is not intended to be a guide for
basic flight instruction or a training manual. It should not be used for operational
purposes unless kept in a current status under the revision procedure described
on page iv.
Assurance that the airplane is in an airworthy condition is the responsibility
of the owner. The pilot in command is responsible for determining that the
airplane is safe for flight. The pilot is also responsible for remaining within
the operating limitations as outlined by instrument markings, placards, and this
handbook.
This handbook should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to become familiar with
the limitations, performance, procedures and operational handling characteristics
of the airplane before flight.
The handbook has been divided into numbered sections, each provided with
a tab divider for quick reference. The limitations and emergency procedures
have been placed ahead of the normal procedures, performance and other
sections, to provide easier access to information that may be required in flight.
The Emergency Procedures section has been furnished with a red tab divider
for instant reference. Provisions for expansion of the handbook have been made
by the deliberate omission of certain paragraph numbers, figure numbers, item
numbers and pages noted as intentionally left blank.
NOTE
In countries other than the United States of
America, FAA operating rules may not apply.
Operators must ensure that the aircraft is operated
in accordance with national operating rules.

1-1
SECTION 1

1-2
SECTION 1
1.3 Notations
WARNING
Operating procedures or techniques which may result
in personal injury or loss of life if not carefully followed
or a hazard which may require immediate crew
recognition and corrective action.
CAUTION
Operating procedures or techniques which may result in
damage to equipment if not carefully followed or the need
for immediate crew awareness and possible need for future
corrective action.
NOTE
Supplemental information or highlights considered of
sufficient significance to require emphasizing.
THIS SPACE INTENTIONALLY LEFT BLANK

1-3
SECTION 1
THREE VIEW
Figure 1-1

1-4
SECTION 1
1.5 ENGINES
(a) Number of Engines 2
(b) Engine Manufacturer Lycoming
(c) Engine Model Number
Left IO-360-B1G6
Right LIO-360-B1G6
(d) Rated Horsepower 180
(e) Rated Speed (RPM) 2700
(f) Bore (in.) 5.125
(g) Stroke (in.) 4.375
(h) Displacement (cu. in.) 361
(i) Compression Ratio 8.5:1
(j) Engine Type Fuel Injected, Four Cylinder, Direct Drive,
Horizontally Opposed, Air Cooled
1.7 PROPELLERS
The installed propellers may be:
Propeller Hartzell Hartzell

Manufacturer
Blade Model and HC-C2Y(K, R)-2CEUF/ HC-C2YR-2CEUFP/
Description FC7666A-2R (Left) FC7497 (Left)
HC-C2Y(K, R)-2CLEUF/ HC-C2YR-2CLEUFP/
FC7666A-2R (Right) FJC7497 (Right)
Straight Blade Scimitar Blade
Number of Blades 2 2
Propeller Diameter 74 (Maximum) 74 (Maximum)
(inches) 72 (Minimum) 72.5 (Minimum)
Propeller Type Constant Speed, Constant Speed,
Hydraulically Actuated, Hydraulically Actuated,
Full Feathering Full Feathering

REVISED: April 2, 2020 1-5
SECTION 1
1.9 FUEL
AVGAS ONLY
(a) Fuel Capacity (U.S. gal.) (total) 110

(b) Usable Fuel (U.S. gal.) (total) 108
(c) Fuel
(1) Minimum Octane 100 Green or 100LL Blue
Aviation Grade
1.11 OIL
(a) Oil Capacity (U.S. qts.) (per engine) 8
(b) Oil Specification Refer to latest revision
of Lycoming Service
Instruction 1014.
(c) Oil Viscosity per Average Ambient Temperature for Starting.
MIL-L-6082B MIL-L-22851
Average Ambient Mineral Ashless Dispersant
Temperature SAE Grade SAE Grade
All Temperatures -- 15W-50 or 20W-50
Above 80°F 60 60
Above 60°F 50 40 or 50
30°F to 90°F 40 40
0°F to 70°F 30 30, 40 or 20W-40
0°F to 90°F 20W-50 20W-50 or 15W-50
Below 10°F 20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter grade
oil.
NOTE
Refer to the latest issue of Lycoming Service
Instruction 1014 (Lubricating Oil Recom-
mendations) for further information.

1-6 REVISED: April 2, 2020
SECTION 1
1.13 MAXIMUM WEIGHTS

(a) Maximum Ramp Weight (lb) 3816
(b) Maximum Takeoff Weight (lb) 3800
(c) Maximum Landing Weight (lb) 3800
(d) Maximum Weight in Baggage
Compartment (lb) 200
1.15 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS

(a) Compartment Volume (cu. ft.) 24
(b) Entry Dimensions (in.)
(1) Entry Width (in.) 22
(2) Entry Height(in.) 20
1.19 SPECIFIC LOADING

(a) Wing Loading (lbs. per sq. ft.) 21.1
(b) Power Loading (lbs. per hp) 10.55

REVISED: December 15, 2017 1-7
SECTION 1
1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

APPROVALS
The Garmin G1000 Integrated Avionics GNSS long range navigation system
installed in this airplane is a GPS system with a Satellite Based Augmentation
System (SBAS) comprised of two TSO-C145d Class 3 approved Garmin GIA
64Ws, TSO-C146d Class 3 approved Garmin GDU Display Units (1050 and
1054), and two Garmin-approved GA36 GPS/SBAS antennas (one is a GA37 if
optional GDL 69 is installed), and GPS software version 5.1 or later approved
version. The Garmin GNSS navigation system in this aircraft is installed in
accordance with AC 20-138D. When all the equipment is operative, the Garmin
G1000 system has two independent GNSS long-range navigation systems.
Failure of any of the above equipment or the posting of ‘BOTH ON GPS1’ or
‘BOTH ON GPS2’ annunciators indicate only one operational GNSS system.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed

in this airplane complies with the requirements of AC 20-138D and has
airworthiness approval for navigation using GPS and GPS/SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO
Annex 10) for IFR en-route, terminal area, non-precision approach, and
approach procedures with vertical guidance operations.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed

in this airplane complies with the equipment, performance, and functional
requirements established for the following navigation specifications.

1-8 REVISED: October 1, 2018
SECTION 1

APPROVALS (continued)
Navigation Operational Reference ICAO Flight Notes
Specification Requirements/ Documents Plan Code
Authorizations Item 10a Item 18
Code PBN/
RNAV 10 GNSS FDE/RAIM FAA AC R A1 The GPS equipment
availability must be 20-138D. as installed complies
RNP 10 verified prior to flight. with the requirements
Maximum predicted FAA AC for GPS primary means
Oceanic and FDE/RAIM 90-105A. of Class II navigation
Remote unavailability is 34 in oceanic and remote
Areas of minutes. 1 FAA AC airspace without
Operation 91-70B. reliance on other
(Class II Two GNSS systems long-range navigation
Navigation) required to be EASA AMC systems, when used
operational, (one 20-12. in conjunction with
GNSS system for the G1000 WFDE
those routes requiring Prediction program. 1
only one long range
navigation system).
No time limit using

GNSS as the primary
navigation sensor.
Part 91, Part 91

subpart K, 121, 125,
and 135 operators
require operational
approval.
B-RNAV / Must have GNSS/ FAA AC R B2

RNAV 5 SBAS capability 20-138D.
(Europe) and availability or
GNSS RAIM/FDE FAA AC
availability must 90-96A
be verified prior to CHG 1.
flight. Maximum
predicted RAIM/ FDE EASA AMC
unavailability is 5 20-4A.
minutes. 1
This does not

constitute an
operational approval.

REVISED: April 2, 2020 1-8a
SECTION 1

Code PBN/
RNP 4 GNSS FDE/RAIM FAA AC R L1 The GPS equipment
Oceanic and availability must be 20-138D. as installed complies
Remote verified prior to flight. with the requirements
Areas of Maximum predicted FAA AC for GPS primary means
Operation FDE/RAIM 90-105A. of Class II navigation
(Class II unavailability is 25 in oceanic and remote
Navigation) minutes. 1 FAA AC airspace without
91-70B. reliance on other
Two operational long-range navigation
long-range nav systems, when used
systems required, (or in conjunction with
one navigation the G1000 WFDE
system and one Prediction program. 1
GNSS sensor for
those routes requiring
only one long-range
navigation sensor).
No time limit using

GNSS as the primary
navigation sensor.
Part 91, Part 91

subpart K, 121, 125,
and 135 operators
require operational
approval.

1-8b REVISED: April 2, 2020
SECTION 1

Code PBN/
RNAV 2 Must have GNSS/ FAA AC R C2 Includes RNAV Q and T
SBAS capability 20-138D. routes.
and availability or
flight. Maximum
predicted RAIM/ FDE
unavailability is 5
minutes. 1
The GNSS RNAV

system is installed
and meets the
performance and
functional
requirements of AC
90-100A CHG 2.
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
following the aircraft
and training guidance
in AC 90-100A CHG
2 are authorized to fly
RNAV 2 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require

REVISED: April 2, 2020 1-8c
SECTION 1

Code PBN/
RNAV 1 Must have GNSS/ FAA AC R D2 Includes RNAV terminal
SBAS capability 20-138D. departure and arrival
and availability or procedures.
flight. Maximum
predicted RAIM/ FDE
unavailability is 5
minutes. 1
The GNSS RNAV

system is installed
and meets the
performance and
functional
requirements of AC
90-100A CHG 2.
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
following the aircraft
and training guidance
in AC 90-100A CHG
2 are authorized to fly
RNAV 1 procedures.
Part 91 subpart K,
121, 125, 129, and

1-8d REVISED: April 2, 2020
SECTION 1

Code PBN/
P-RNAV GNSS receiver is FAA AC R D2 ICAO flight plan code
(Europe) required for takeoff in 20-138D. for P-RNAV no longer
P-RNAV airspace. exists.
FAA AC P-RNAV utilizes RNAV
Must have GNSS/ 90-96A 1 flight plan codes.
SBAS capability CHG 1.
and availability or
GNSS RAIM/FDE JAA TGL10
availability must be Rev 1.
verified prior to flight.
This does not

constitute an
RNP 1 Procedures containing FAA AC R O2 Includes RNP terminal

Radius-to-Fix (RF) 20-138D. departure and arrival
legs are not procedures.
authorized. FAA AC
90-105A.
Must have GNSS/
SBAS capability
and availability or
GNSS RAIM/FDE
availability must
be verified prior to
flight. Maximum
predicted RAIM/ FDE
unavailability is 5
minutes. 1
In accordance with
AC 90-105A, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105A are
authorized to fly
RNP 1 procedures.

REVISED: April 2, 2020 1-8e
SECTION 1

Code PBN/
RNP 1 Part 91 subpart K, (continued) (cont.) (cont.) (continued)
(continued) 121, 125, 129, and
RNP APCH Procedures containing FAA AC R S1 Includes non-precision

LNAV Radius-to-Fix (RF) 20-138D. approaches based on
minima legs are not conventional navigation
authorized. FAA AC aids with “or GPS”
90-105A. in the title and area
Must have GNSS/ navigation approaches
SBAS capability EASA AMC titled “GPS”,
and availability or
20-27A. “RNAV (GPS)”, and
GNSS RAIM/FDE
“RNAV (GNSS)”.
availability must
be verified prior to
flight. Maximum
predicted RAIM/ FDE
unavailability is 5
minutes. 1
All instrument
approach procedures
that are retrieved from
the current
navigation database
are authorized.
In accordance with
AC 90-105A, Part 91
operators (except
the aircraft and
AC 90-105A are
authorized to fly RNP
APCH LNAV minima
procedures.
Part 91 subpart K,
121, 125, 129, and

1-8f REVISED: April 2, 2020
SECTION 1

Code PBN/
RNP APCH Procedures containing FAA AC R S2 Includes area navigation
LNAV/ Radius-to-Fix (RF) 20-138D. approaches titled
VNAV legs are not “RNAV (GPS)” and
minima authorized. FAA AC “RNAV (GNSS).”
90-105A.
Must have GNSS/
SBAS capability Vertical guidance is
and availability or EASA based on GPS/SBAS
GNSS RAIM/FDE AMC when within SBAS
availability must 20-27A coverage and by
be verified prior to with baro-VNAV when
flight. Maximum CM-AS-002. outside SBAS coverage,
predicted RAIM/ FDE or when SBAS has
unavailability is 5
minutes. 1 been pilot disabled for
approaches with ‘WAAS
All instrument VNAV NA’.
approach procedures
that are retrieved from The aircraft complies
the current with the criteria of
navigation database AMC 20-27 for RNP
are authorized. approaches to LNAV/
In accordance with VNAV minima, with
AC 90-105A, Part 91 the exception that
operators (except VNAV is based on
subpart K), following SBAS/GNSS geometric
the aircraft and altitude when
training guidance in SBAS/GNSS is
AC 90-105A are available and authorized
APCH LNAV/VNAV
minima procedures.
Part 91 subpart K,
121, 125, 129, and
This aircraft is not

authorized to perform
Barometric Based
Vertical Guidance
(baro-VNAV)
approches in the
EASA airspace
system.

REVISED: April 2, 2020 1-8g
SECTION 1

Code PBN/
RNP APCH Procedures containing FAA AC N/A N/A Includes area navigation
LP minima Radius-to-Fix (RF) 20-138D. approaches titled
Legs are not “RNAV (GPS)” and
authorized. FAA AC “RNAV (GNSS)”.
90-107.
All instrument GNSS/SBAS capability
approach procedures and availability
that are retrieved from is required for LP
the current procedures.
navigation database
are authorized.
In accordance with
AC 90-107, Part 91
operators (except
the operational
considerations and
training guidance
in AC 90-107 are
authorized to fly
RNP APCH LP
minima procedures.
Part 91 subpart K,
121, 125, 129, and

1-8h REVISED: April 2, 2020
SECTION 1

Code PBN/
RNP APCH Procedures containing FAA AC B N/A Includes area navigation
LPV minima Radius-to-Fix (RF) 20-138D. approaches titled
Legs are not “RNAV (GPS)” and
authorized. FAA AC “RNAV (GNSS).”
90-107.
All instrument GNSS/SBAS capability
approach procedures EASA and availability is
that are retrieved from AMC 20-28. required for LPV
the current procedures.
navigation database
are authorized.
In accordance with
AC 90-107, Part 91
operators (except
the aircraft and
AC 90-107 are
APCH LPV minima
procedures.
Part 91 subpart K,
121, 125, 129, and
RNP AR Not Authorized.

APCH

REVISED: April 2, 2020 1-8i
SECTION 1

Code PBN/
Advanced This does not FAA AC N/A N/A RNAV Holding:
RNP constitute an 20-138D. Supported.
See Notes for operational approval.
specific RF Legs:
Advanced Not supported.
RNP
functions. Parallel Offsets:
Supported.
Higher Continuity:
Supported when both
GIA 64 GPS/SBAS
receivers are operating
and providing GPS
navigation guidance.
Scalable RNP:
Not supported.
Fixed Radius
Transitions (FRT):
Not supported.
Time of Arrival Control

(TOAC):
Not supported.

1-8j REVISED: April 2, 2020
SECTION 1

1. FDE/RAIM availability worldwide can be determined via the following:
• Using the Garmin RAIM/Fault Detection and Exclusion Prediction
Tool available on the Garmin website fly.garmin.com.
Also, within the United States:
• Via the FAA’s RAIM Service Availability Prediction Tool (SAPT)
website: http://sapt.faa.gov.
• Contacting a Flight Service Station (not DUATS) to obtain non-
precision approach RAIM.
Also, within Europe:
• Europe’s AUGER GPS RAIM Prediction Tool at http://augur.
ecacnav.com/augur/app/home.
Verification of FDE/RAIM availability is not necessary if SBAS coverage
is confirmed to be available along the entire route of flight.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in

accordance with AC 20-153A for database integrity, quality, and database
management practices for the Navigation database. Flight crews and
operators can view the LOA status at FlyGarmin.com then select” Type 2
LOA Status”.
Navigation information is referenced to the WGS-84 reference system.

REVISED: October 1, 2018 1-9
SECTION 1
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and terminology
used throughout the handbook and those which may be of added operational
significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated

speed of an airplane, corrected for position
and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere
at sea level.
KCAS Calibrated Airspeed expressed in Knots.
GS Ground Speed is the speed of an airplane
relative to the ground.
IAS Indicated Airspeed is the airspeed of an
airplane as shown on the airspeed indicator
when corrected for instrument error. IAS
values published in this handbook assume
zero instrument error.
KIAS Indicated Airspeed expressed in Knots.
TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the
CAS corrected for altitude, temperature and
compressibility.
KTAS True Airspeed expressed in Knots.
Vo Maximum Operating Maneuvering Speed is
the maximum speed at which application
of full available aerodynamic control will
not overstress the airplane.

1-10
SECTION 1
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)

Vfe Maximum Flap Extended Speed is the
highest speed permissible with wing flaps in
a prescribed extended position.
Vle Maximum Landing Gear Extended Speed
is the maximum speed at which an airplane
can be safely flown with the landing gear
extended.
Vlo Maximum Landing Gear Operating Speed
is the maximum speed at which the landing
gear can be safely extended or retracted.
Vmca Air Minimum Control Speed is the mini-
mum flight speed at which the airplane is
directionally controllable as determined in
accordance with Federal Aviation Regu-
lations. Airplane certification conditions
include one engine becoming inoperative
and windmilling. not more than a 5º bank
towards the operative engine, takeoff power
on operative engine, landing gear up, flaps
in takeoff position, and most rearward C.G.
Vne Never Exceed Speed is the speed limit that
may not be exceeded at any time.
Vno Maximum Structural Cruising Speed is the
speed that should not be exceeded except in
smooth air and then only with caution.
Vs Stalling Speed or the minimum steady flight
speed at which the airplane is controllable.
Vso Stalling Speed or the minimum steady flight
speed at which the airplane is controllable in
the landing configuration.

1-11
SECTION 1

Vsse Intentional One Engine Inoperative Speed
is a minimum speed selected by the manu-
facturer for intentionally rendering one
engine inoperative in flight for pilot training.
Vx Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
Vy Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude in
the shortest possible time.
(b) Meteorological Terminology
IMC Instrument Meterological Conditions.
ISA International Standard Atmosphere in
which:
(1) The air is a dry perfect gas;
(2) The temperature at sea level is 15°
Celsius (59° Fahrenheit);
(3) The pressure at sea level is 29.92
in. Hg (1013.2 mb)
(4) The temperature gradient from sea level
to the altitude at which the temperature
is -56.5°C (-69.7°F) is -0.00198°C
(-0.003564°F) per foot and zero
above that altitude.
OAT Outside Air Temperature is the free air static
temperature obtained either from inflight
temperature indications or ground meteoro-
logical sources, adjusted for instrument error
and compressibility effects.
Indicated The number actually read from an altimeter
Pressure Altitude when the barometric subscale has been set to
29.92 in. Hg (1013.2 mb).

1-12 REVISED: December 15, 2017
SECTION 1

Pressure Altitude Altitude measured from standard sea-
level pressure (29.92 in. Hg) by a pressure
or barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook, altimeter
instrument errors are assumed to be zero.
Station Pressure Actual atmospheric pressure at field
elevation.
Wind The wind velocities recorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
(c) Power Terminology
Takeoff Power Maximum power permissible for takeoff.
Maximum Continuous Maximum power permissible continuously
Power during flight.
Maximum Climb Maximum power permissible during
Power climb.
Maximum Cruise Maximum power permissible during
Power cruise.
(d) Engine Instruments
EGT Exhaust Gas Temperature
MAP Manifold Pressure
RPM Propeller Speed (revolutions per minute)
FFLOW Fuel Flow
CHT Cylinder Head Temperature
(e) Airplane Performance and Flight Planning Terminology
Accelerate-stop The distance required to accelerate an air-
Distance plane to a specified speed and, assuming
failure of an engine at the instant that speed is
attained; to bring the airplane to a stop.

SECTION 1

Climb Gradient The demonstrated ratio of the change in
height during a portion of a climb, to the
horizontal distance traversed in the same time
interval.
Demonstrated The demonstrated crosswind velocity is the
Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.
Route Segment A part of a route. Each end of that part is
identified by (1) a geographical location or
(2) a point at which a definite radio fix can be
established.
(f) Weight and Balance Terminology
A.O.D. Aft of Datum.
Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.
Center of Gravity The point at which an airplane would balance
(C.G.) if suspended. Its distance from the reference
datum is found by dividing the total moment
by the total weight of the airplane.
C.G. Arm The arm obtained by adding the airplane’s
individual moments and dividing the sum by
the total weight.
C.G. Limits The extreme center of gravity locations
within which the airplane must be operated at
a given weight.
Datum An imaginary vertical plane from which all
horizontal distances are measured for balance
purposes.

SECTION 1

Basic Empty Standard empty weight plus optional
Weight equipment.
Maximum Maximum weight approved for the landing
Landing Weight touchdown.
Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi
and run-up fuel).
Maximum Maximum weight approved for the start of the
Takeoff Weight takeoff run.
Maximum Zero Maximum weight exclusive of usable fuel.
Fuel Weight
Moment The product of the weight of an item multi-
plied by its arm. (Moment divided by a
constant is used to simplify balance calcu-
lations by reducing the number of digits.)
Payload Weight of occupants, cargo and baggage.
Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full
oil.
Station A location along the airplane fuselage usually
given in terms of distance in inches from the
reference datum.
Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with govern-mental
regulations.
Usable Fuel Fuel available for flight planning.
Useful Load Difference between takeoff weight, or ramp
weight if applicable, and basic empty weight.

SECTION 1

(g) Avionics System Abbreviations/Terminology
1 Refers to pilot’s side (AHRS1, ADC1, GPS1)
2 Refers to co-pilot’s side (AHRS2, ADC2, GPS2)
ADC Air Data Computer
ADS-B Automatic Dependent Surveillance - Broadcast
AFCS Automatic Flight Control System
AHRS Attitude and Heading Reference System
CAS Crew Alerting System
EBD Evolution Backup Display (Aspen standby instrument)
EIS Engine Indication System
FDE Fault Detection and Exclusion
FOB Fuel On Board
GDL Garmin Data Link
GDU Garmin Display Unit
GEA Garmin Engine/Airframe Processing Unit
GFC Garmin Flight Control System
GIA Garmin Integrated Avionics Unit
GMA Garmin Audio Panel
GMU Garmin Magnetometer Unit
GPS Global Positioning System
GRS Garmin AHRS
GTX Garmin Transponder
MFD Multi-Function Display
PFD Primary Flight Display
PFT Preflight Test
SBAS Satellite-Based Augmentation System
TAWS Terrain Awareness and Warning System
WAAS Wide Area Augmentation System

1-16
SECTION 2
PA-44-180, SEMINOLE LIMITATIONS
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph Page
No. No.
2.1 General..................................................................................... 2-1
2.3 Airspeed Limitations................................................................ 2-1
2.5 Airspeed Indicator Markings.................................................... 2-2
2.7 Power Plant Limitations........................................................... 2-3
2.9 Power Plant Instrument Markings............................................ 2-4
2.11 Systems Limitations................................................................. 2-4
2.13 Weight Limits........................................................................... 2-5
2.15 Center of Gravity Limits.......................................................... 2-5
2.17 Maneuver Limits...................................................................... 2-5
2.19 Flight Load Factors.................................................................. 2-5
2.21 Types of Operation................................................................... 2-6
2.23 Fuel Limitations....................................................................... 2-6
2.25 Maximum Seating Configuration............................................. 2-6
2.27 Garmin G1000 Avionics System Limitations.......................... 2-7
2.29 GFC 700 Automatic Flight Control System (AFCS)............... 2-18
2.31 Standby Instrument Limitations............................................... 2-18
2.33 Placards..................................................................................... 2-19

REVISED: April 2, 2020 2-i
SECTION 2
LIMITATIONS PA-44-180, SEMINOLE

2-ii
SECTION 2
SECTION 2
LIMITATIONS
2.1 GENERAL
This section provides the FAA Approved operating limitations, instrument
markings, color coding and basic placards necessary for operation of the airplane
and its systems.
This airplane must be operated as a normal category airplane in compliance
with the operating limitations stated in this section and the handbook.
Limitations associated with those optional systems and equipment which
require handbook supplements can be found in Section 9 (Supplements).
2.3 AIRSPEED LIMITATIONS

SPEED KIAS KCAS
Never Exceed Speed (Vne) - Do not exceed
this speed in any operation. 202 194
Maximum Structural Cruising Speed

(Vno) - Do not exceed this speed except
in smooth air and then only with caution. 169 165
Maximum Operating Maneuvering Speed

(Vo) - Do not make full or abrupt control
inputs above this speed.
At 3800 lb Gross Weight 135 133
At 2870 lb Gross Weight 115 115
CAUTION
Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become
more pronounced. Linear interpolation may be
used for intermediate gross weights. Maneuvering
speed should not be exceeded while operating in
turbulant air.

SECTION 2
2.3 AIRSPEED LIMITATIONS (continued)

SPEED KIAS KCAS
Maximum Landing Gear Extended

Speed (Vle) -Do not exceed this speed
with landing gear extended. 140 138
Maximum Landing Gear Extension
Speed (Vlo) - Do not exceed this speed
when extending the landing gear. 140 138
Maximum Landing Gear Retraction
Speed (Vlo) - Do not exceed this speed
when retracting the landing gear. 109 109
Maximum Flaps Extended Speed (Vfe) -
Do not exceed this speed with the flaps
extended. 111 109
One Engine Inoperative Best Rate of
Climb Speed. 88 90
Air Minimum Control Speed (Vmca) -
Lowest airspeed at which airplane is con-
trollable with one engine operating and no
flaps. 56 63
NOTE
Vmca for this airplane is defined by aerodynamic
stall.
2.5 AIRSPEED INDICATOR MARKINGS
MARKING IAS
Red Line (Never Exceed) 202 KTS
Yellow Band
(Caution Range - Smooth Air Only) 169 KTS to 202 KTS
Green Band (Normal Operating Range) 57 KTS to 169 KTS
White Band (Flap Down) 55 KTS to 111 KTS
Blue Line
(One Engine Inoperative Best Rate of Climb Speed) 88 KTS
Red Line
(One Engine Inoperative Air Minimum Control Speed) 56 KTS

SECTION 2
2.7 POWER PLANT LIMITATIONS

(a) Number of Engines 2
(b) Engine Manufacturer Lycoming
(c) Engine Model No.
Left IO-360-B1G6
Right LIO-360-B1G6
(d) Engine Operating Limits
(1) Maximum Horsepower 180
(2) Maximum Rotation Speed (RPM) 2700
(3) Maximum Manifold Pressure Full Throttle
(4) Maximum Cylinder Head Temperature 500°F
(5) Maximum Oil Temperature 245°F
(e) Oil Pressure
Minimum 25 PSI
Maximum 115 PSI
(f) Fuel (AVGAS ONLY)
(minimum grade) 100 or 100LL
Aviation Grade
(g) The propellers in this table are approved for use, but a straight blade
propeller and a scimitar blade propeller may not be installed on the
same airplane.
Propeller Hartzell Hartzell
Manufacturer
Blade Model and HC-C2Y(K, R)-2CEUF/ HC-C2YR-2CEUFP/
Description FC7666A-2R (Left) FC7497 (Left)
HC-C2Y(K, R)-2CLEUF/ HC-C2YR-2CLEUFP/
FC7666A-2R (Right) FJC7497 (Right)
Straight Blade Scimitar Blade
Number of Blades 2 2
Propeller Diameter 74 (Maximum) 74 (Maximum)
(inches) 72 (Minimum) 72.5 (Minimum)

SECTION 2
2.9 POWER PLANT INSTRUMENT MARKINGS

(a) Tachometer
Green Arc (Normal Operating Range) 500 to 2700 RPM
Red Line (Maximum) 2700 RPM
(b) Oil Temperature
Green Band (Normal Operating Range) 75°F to 245°F
Red Line ( Maximum) 245°F
(c) Oil Pressure
Green Band (Normal Operating Range) 55 PSI to 95 PSI
Yellow Band (Caution Range) (Idle) 25 PSI to 55 PSI
Yellow Band (Warm Up, Taxi & T.O.) 95 PSI to 115 PSI
Red Line (Minimum) 25 PSI
Red Line (Maximum) 115 PSI
(d) Cylinder Head Temperature
Green Band (Normal Range) 200°F to 500°F
Red Line (Maximum) 500°F
(e) Fuel Flow
Green Band (Normal Operating Range) 3.0 GPH to 25.0 GPH
2.11 SYSTEMS LIMITATIONS

a) Alternator
1) Maximum Load Ground 60 AMPS
2) Maximum Load Flight 65 AMPS
b) Main Battery
Minimum 25 VOLTS
Maximum 32 VOLTS
c) Emergency Battery
Minimum 20 VOLTS
Minimum Required for Flight 23.3 VOLTS
Maximum 32 VOLTS

2-4 REVISED: July 2, 2018
SECTION 2
2.13 Weight Limits

(a) Maximum Ramp Weight 3816 lb
(b) Maximum Takeoff Weight 3800 lb
(c) Maximum Landing Weight 3800 lb
(d) Maximum Weight in Baggage
Compartment 200 lb
NOTE
Refer to Section 5 (Performance) for maximum
weight as limited by performance.
2.15 Center of Gravity Limits
Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum
2800 84.0 93.0
3400 85.0 93.0
3800 89.0 93.0
NOTE
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing
leading edge at wing station 106.
It is the responsibility of the airplane owner and
the pilot to ensure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
2.17 Maneuver Limits
All intentional acrobatic maneuvers (including spins) are prohibited. Avoid
abrupt maneuvers.
2.19 Flight Load Factors

(a) Positive Load Factor (Maximum)
(1) Flaps Up 3.8 G
(2) Flaps Down 2.0 G
(b) Negative Load Factor (Maximum) -1.5 G
No inverted maneuvers approved.

2-5
SECTION 2
2.21 Types of Operation

The airplane is approved for the following operations when equipped in
accordance with FAR 91 or FAR 135.
(a) Day V.F.R.

(b) Night V.F.R.
(c) Day I.F.R.
(d) Night I.F.R.
(e) Non Icing
2.23 Fuel Limitations

(a) Minimum Aviation Fuel Grade 100LL or 100
(b) Total Capacity 110 U.S. GAL.
(c) Unusable Fuel 2 U.S. GAL.
The unusable fuel for this airplane is 1.0 gallon
in each nacelle in critical flight attitudes.
(d) Usable Fuel 108 U.S. GAL.
The usable fuel in this airplane is 54 gallons
in each nacelle for a total of 108 gallons.
2.25 Maximum Seating Configuration

The maximum seating capacity is 4 persons.

2-6
SECTION 2
2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS

(a) Cockpit Reference & Pilot’s Guide
The Garmin G1000 Cockpit Reference Guide for the PA-44-180 Seminole
(Garmin P/N 190-02199-00 latest appropriate revision and -XX part number)
must be immediately available to the pilot while operating the airplane.
(b) System Software Requirements.

The G1000 must utilize the following or later FAA approved software
versions:
Component Identification Software Version
Note * Note **
PFD Primary Flight Display 20.10 20.86
MFD Multifunction Flight Display 20.10 20.86
GMA Audio Panel 4.04 5.20D
GRS Attitude and Heading 2.02 2.06
Reference System
GDC Air Data Computer 2.02 2.05
GIA Integrated Avionics Unit 8.05.2 2.04
GEA Engine Airframe 2.07 2.11
Interface Unit
GPS Global Positioning System 5.1 7.0
GMU Magnetometer Unit 2.05 2.00
The software versions can be verified on the AUX - SYSTEM STATUS
page of the MFD.
* Applicable to SN 4496395, 4496397 thru 4496431, and 4496433 thru

4496446.
** Applicable to SN 4496432, 4496447 and up.

SECTION 2
2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)

(c) Databases
Navigation Database
GPS/SBAS based IFR enroute, oceanic and terminal navigation
predicated upon the Garmin G1000 GPS receiver is prohibited unless
the pilot uses a valid, compatible, and current navigation database or
verifies each selected waypoint for accuracy by reference to current
data.
Instrument approach navigation predicated upon the Garmin G1000
GPS receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the G1000
navigation database. The G1000 navigation database must incorporate
the current update cycle or each waypoint must be verified for accuracy
with current approach chart data. Manual entry of data points is
prohibited.
Navigation database coverage options include the Americas,
International, or Worldwide.
TAWS / TERRAIN Database

• Terrain database covers all longitudes and latitudes.
• Obstacle database coverage includes United States, Canada,
and Europe.
WireAware Database
• WireAware database coverage includes the United States and
portions of Canada and Mexico.
NOTE
Database coverage areas may change over time.
Reference the database status page to determine
which regions are currently loaded to the system.

SECTION 2

(d) Flight Planning
In areas where GPS SBAS coverage is not available, the pilot must
verify RAIM availability. See Section 1.21 for available FDE/RAIM
prediction programs.
For operations within the U.S. Nation Airspace System on RNP and
RNAV procedures when GPS SBAS signals are not available, the
availability of GPS RAIM shall be confirmed for the intended route of
flight. In the event of a predicted continuous loss of RAIM of more than
five minutes for any part of the intended route of flight, the flight should
be delayed, canceled, or re-routed on a track where RAIM requirements
can be met.
For operations within European B-RNAV/RNAV 5 and P-RNAV
airspace, if more than one satellite is scheduled to be out of service, then
the availability of RAIM/FDE shall be confirmed for the intended flight
(route and time). In the event of a predicted continuous loss of RAIM/
FDE of more than five minutes for any part of the intended flight, the
flight shall be delayed, canceled, or rerouted on a track where RAIM/
FDE requirements can be met. For operations where the route requires
oceanic/remote area (Class II) navigation, the aircraft’s operator or
flight crew must determine that RAIM/FDE will be available along the
intended route of flight. If RAIM/FDE will be unavailable for more than
34 minutes for RNP-10 airspace or 25 minutes for RNP-4 airspace, then
the operation must be rescheduled when RAIM/FDE is available.
When RAIM is required for GPS integrity (GPS SBAS not available)
during instrument meteorological conditions (IMC), other non-GPS
navigation equipment appropriate to the operation, must be available.

SECTION 2

SECTION 2
(e) Enroute
Whenever possible, RNP and RNAV routes including Standard
Instrument Departures (SIDs) and Obstacle Departure Procedures
(ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q”
and RNAV “T” routes should be loaded into the flight plan from the
database in their entirety, rather than loading route waypoints from
the database into the flight plan individually. Selecting and inserting
individual named fixes from the database is permitted, provided all
fixes along the published route to be flown are inserted. Manual entry
of waypoints using latitude/longitude or place/ bearing is prohibited.
Navigation information is referenced to WGS-84 reference system, and
should only be used where the Aeronautical Information Publication
(including electronic data and aeronautical charts) conform to WGS-84
or equivalent.
(f) Approaches
(1) Vertical Guidance
Advisory vertical guidance deviation information is only an aid to
help pilots comply with altitude restrictions. When using advisory
vertical guidance, the pilot must use the primary barometric
altimeter to ensure compliance with all altitude restrictions,
particularly during instrument approach operations.

SECTION 2

(f) Approaches (continued)
(1) Vertical Guidance (continued)
When GPS SBAS corrections are unavailable or if operating
outside of GPS SBAS coverage, instrument approaches utilizing
the GPS receiver will be conducted in the approach mode and Fault
Detection and Exclusion mode. Loss of Integrity annunciations
must not be displayed at the final approach fix. Vertical guidance
from GPS will not be available if GPS SBAS corrections are
unavailable or if operating outside of GPS SBAS coverage. GPS
SBAS corrections should be selected OFF when operating outside
of GPS SBAS system coverage. Barometric vertical guidance
(Baro-VNAV) may be used for LNAV/VNAV approaches in the
absence of SBAS coverage.
NOTE
This aircraft is not authorized to perform barometric
vertical guidance (baro-VNAV) approaches in the
EASA airspace system.
IFR non-precision approach with vertical guidance approval using
the GPS/SBAS sensor is limited to published approaches within the
U.S. and EASA Airspace Systems. Approaches to airports in other
airspace are not approved unless authorized by the appropriate
governing authority.
(2) GPS Approaches
See Section 1, paragraph 1.21. for approved GPS operations/
approaches.
(3) Non GPS Approaches
The navigation equipment required to perform an instrument
approach procedures is indicated by the title of the procedure and
notes on the IAP chart. Use of the Garmin GPS/SBAS receivers
to provide navigation guidance during the final approach segment
of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type
of approach not approved for “or GPS” navigation is prohibited.
When using the Garmin VOR/LOC/GS receivers to fly the final
approach segment, VOR/LOC/GS navigation data must be selected
and presented on the CDI of the pilot flying.

SECTION 2

(g) Attitude and Heading Reference System (AHRS)
(1) AHRS Operational Area
Operation in the following regions is not authorized due to
unsuitability of the magnetic fields near the Earth’s poles:
• North of 72° North latitude at all longitudes
• South of 70° South latitude at all longitudes
• North of 65° North latitude between longitude 75° W and 120° W.
(Northern Canada)
• North of 70° North latitude between longitude 70° W and 128° W.
(Northern Canada)
• North of 70° North latitude between longitude 85° E and 114° E.
(Northern Russia)
• South of 55° South latitude between longitude 120° E and 165° E.
(Region south of Australia and New Zealand)
Loss of the G1000 heading and attitude may occur near the poles,
but this will not affect the GPS track.
NOTE
In dual GPS installations, only one GPS needs to
be available for IFR operations.
(h) Terrain, TAWS-B, and Obstacle Display
The G1000 terrain and obstacle information appears on the MFD
display as red and yellow tiles or towers, and is depicted for advisory
information only. Aircraft maneuvers and navigation must not be
predicted upon the use of the terrain display.
The TAWS B system is intended as a situational awareness tool, and
should not be used as the sole means for avoiding obstacles or terrain.
To avoid giving unwanted audible alerts, TAWS B should be inhibited
when landing at an airport that is not included in the airport database.
All TAWS B caution and warning aural alerts must be followed
immediately upon receipt unless the pilot has visual contact with the
terrain and can visually maintain adequate terrain/obstacle clearance.
Pilots are authorized to deviate from their current ATC clearance to
the extent necessary to comply with terrain/obstacle warnings from the
TAWS B per FAR 91.223.

SECTION 2

(h) Terrain, TAWS-B, and Obstacle Display (continued)
Obstacles 200 feet and higher are included in the obstacle database. It is
very important to note that not all obstacles are necessarily charted and
therefore may not be contained in the obstacle database. The terrain and
TAWS-B databases cover all latitude and longitudes and the obstacle
database covers the United States, Canada, and Europe.
NOTE
The area of coverage may be modified as additional
obstacle data sources become available.
(i) Datalink Weather Display
Optional XM weather information displayed on the MFD is limited to
supplemental use only and may not be used in lieu of an official weather
data source.
WARNING
Do not use data-linked weather as the sole
means for negotiating a path through a
thunderstorm area (tactical maneuvering).
Avoid any thunderstorm identified as severe or
giving an intense radar echo by at least 20 miles.
This is especially true under the anvil of a large
cumulonimbus.
(j) Traffic Display
Traffic shown on the display may or may not have traffic alerting
available. The display of traffic is an aid to visual acquisition and may
not be utilized for aircraft maneuvering.
(k) Synthetic Vision System (SVS)
Use of the Synthetic Vision system display elements alone for aircraft
control without reference to the G1000 primary flight instruments or
the aircraft standby instrument is prohibited.
Use of the Synthetic Vision system alone for navigation, or obstacle/
terrain avoidance is prohibited.

SECTION 2

(l) Electronic Flight Bag (EFB)
The G1000 Integrated Avionics System as installed in this aircraft
supports approval of AC 120-76D, Software Type B Electronic Flight
Bag (EFB) electronic aeronautical chart applications when using
current FliteChart or ChartView data.
For operations under 14 CFR Part 91, it is suggested that a secondary
or backup source of aeronautical information necessary for the flight,
is available to the pilot in the aircraft. The secondary or backup
information may be either traditional paper-based material or displayed
electronically. If the source of aeronautical information is in electronic
format, operators must determine non-interference with the G1000
system and existing aircraft systems for all flight phases.
Airworthiness approval has not been obtained for the use of
EFB in EASA airspace. Geo-referenced data (airplane symbol)
presented on moving maps and electronic approach charts must
be used for situational awareness only. Paper charts or other
EASA approved electronically displayed information must be
used as the primary source of aeronautical information. If the
source of aeronautical information is electronically displayed,
operators must determine noninterference with the G1000 system
and existing aircraft systems for all flight phases. For EASA
aircraft this limitation supersedes the second paragraph of chapter
2.27(l).

SECTION 2

(m) ChartView, FliteCharts, and SafeTaxi®
Do not use SafeTaxi®, ChartView, or FliteCharts functions as the
basis for ground maneuvering. SafeTaxi®, ChartView, and FliteCharts
functions have not been qualified to be used as an Airport Moving
Map Display (AMMD). They are intended to improve pilot situational
awareness during ground operations and should only be used by the
flight crew to orient themselves on the airport surface.
(n) Flight Stream 510 (For aircraft operating in EASA airspace)
(1) Data Received by Personal Electronic Devices (PED)
The PED is not approved as the sole source of information to base
tactical or strategic decision making and is not approved to replace
the information provided by the G1000 GIFD system. The Flight
Stream 510 interface and data provided to a portable electronic
device is not approved to replace any required or installed aircraft
display equipment, including navigation or traffic/weather display
equipment. The data presented on the PED may not have the
required integrity to be used as the sole source of information to
base tactical or strategic decision making.
(2) Flight Plan Transfer
Use of the Flight Stream 510 for flight plan importing during
critical phases of flight by the pilot flying is prohibited.
(3) Electronic Flight Bag (EFB)
Use of the Flight Stream 510 interface and data for the purpose of
Electronic Flight Bag (EFB) applications is not approved. Use of
any device as an EFB may require separate approvals.

SECTION 2

(o) Minimum fully functional equipment required for flight operations:
Equipment Number VFR IFR
Installed
PFD 1 0 (1) 1
MFD 1 0 (2) 1
GEA 1 1 1
GIA 2 2 2
GPS 2 0 1
AHRS (GRS) 1 0 1
ADC (GDC) 1 0 1
Magnetometer (GMU) 1 0 1
Standby Instrument - Attitude 1 0 1
Standby Instrument - Airspeed 1 0 1
(3)
Standby Instrument - Altimeter 1 0 (3) 1

Standby Instrument - Heading 1 0 (3) 1
(1) If the PFD is inoperative during DAY or NIGHT VFR, the MFD
must be operative.
(2) If the MFD is inoperative, the PFD must be operative for ALL
flight operations.
(3) If this standby instrument indication is inoperative, the equivalent
indication on the PFD must be operative.
NOTE
To be considered fully functional, there must be
no active CAS Messages, System Annunciations
or System Message Advisories related to the
equipment required for flight operations. (see table
above).
NOTE
Flight in IMC should not be conducted if system
alerts are present for any equipment required for
IFR operations (see table above).

SECTION 2
2.29 GFC 700 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

1. The autopilot must be disengaged during takeoff and landing.
2. Autopilot minimum engagement heights:
a. 400 feet AGL during takeoff and subsequent climb operations.
b. 1000 feet AGL during cruise and descent operations.
c. 200 feet AGL during approach operations.
3. Autopilot minimum approved operating speed:
On Approach - 90 KIAS
Other than Approach - 80 KIAS
4. Autopilot maximum approved operating speed - 190 KIAS
5. Maximum fuel imbalance during autopilot operations - 10 gal.
6. Autopilot coupled go-around prohibited with one engine inoperative.
7. Maximum autopilot engagement limits:
a. Pitch axis: +/-50º
b. Roll axis: +/-75º
8. If the stall warning system is inoperative, Underspeed Protection (USP)
will not activate in altitude critical modes (ALT, GS, GP, TO and GA).
9. Autopilot approved for Category 1 precision approaches and non-
precision approaches only.
2.31 STANDBY INSTRUMENT LIMITATIONS
NOTE
See Section 2.27 (o) for approved VFR and IFR
operations when the standby instrument has an
invalid or failed function.
1. Aspen Standby Instrument
a. The Aspen Evolution Backup Display (EBD) Pilot’s Guide
P/N 091-00027-001, Revision A, or later appropriate revision)
must be immediately available to the flight crew.
b. Use of the EBD for IFR operations within 750 nautical miles of the
magnetic north or south pole, is NOT AUTHORIZED.

SECTION 2
2.31 STANDBY INSTRUMENT LIMITATIONS (continued)

2. Garmin G5 Standby Instrument
The G5 must utilize the following or later FAA approved software
versions:
Component Software Version

G5 Standby Instrument 6.40
2.33 PLACARDS

SECTION 2
2.33 PLACARDS (continued)

On storm window:
DO NOT OPEN ABOVE 129 KIAS
On lower left portion of instrument panel:
Near emergency gear release:
EMERGENCY GEAR EXTENSION

PULL TO RELEASE. SEE AFM
BEFORE RE-ENGAGEMENT
Adjacent to upper door latch:
ENGAGE LATCH BEFORE FLIGHT
Near the Emergency Exit release handle:
EMERGENCY EXIT
REMOVE COVER PANEL
PULL HANDLE FORWARD
PUSH WINDOW OUT

SECTION 3
PA-44-180, SEMINOLE EMERGENCY PROCEDURES
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.1 General..................................................................................... 3-1
Annunciations and Alerts.................................................... 3-2
Crew Alerting System (CAS) Messages............................. 3-2
Terminology........................................................................ 3-6
3.3 Airspeeds for Safe Operations................................................. 3-7
3.5 Emergency Procedures Checklist............................................. 3-7
3.5a Engine Inoperative Procedures................................................. 3-7
Engine Securing Procedure (Feathering Procedure)........... 3-7
Engine Failure During Takeoff (Speed Below 75 KIAS
or Gear Down).................................................................. 3-8
Engine Failure During Takeoff (Speed Above 75 KIAS) . 3-9
Engine Failure During Climb.............................................. 3-11
Engine Failure During Flight (Speed Below VMCA)........ 3-12
Engine Failure During Flight (Speed Above VMCA)........ 3-13
One Engine Inoperative Landing........................................ 3-14
One Engine Inoperative Go-Around................................... 3-15
Summary of Factors Affecting Single Engine
Operations......................................................................... 3-16
3.5b Reserved................................................................................... 3-19

3-i
SECTION 3
EMERGENCY PROCEDURES PA-44-180, SEMINOLE
TABLE OF CONTENTS (continued)

SECTION 3
Paragraph Page
No. No.
3.5c Air Starting Procedure.............................................................. 3-19
Unfeathering Procedure / Unfeathering
Accumulator Functioning.................................................. 3-19
Unfeathering Procedure/Starter Assisted............................ 3-20
3.5d Engine Roughness.................................................................... 3-21
3.5e Engine Indication System (EIS)............................................... 3-22
Oil Pressure.......................................................................... 3-22
High Oil/Cylinder Head Temperature................................. 3-23
Loss of Fuel Flow................................................................ 3-24
Fuel Quantity....................................................................... 3-24
3.5f Engine Fire............................................................................... 3-25
Engine Fire During Start..................................................... 3-25
Engine Fire In Flight........................................................... 3-25
3.5g Electrical Fire........................................................................... 3-26
3.5h Landing Gear Unsafe............................................................... 3-26
3.5i Landing Gear Malfunctions..................................................... 3-27
3.5j Electrical Failures..................................................................... 3-28
Single Alternator Failure..................................................... 3-28
Dual Alternator Failure........................................................ 3-29
Complete Electrical Failure................................................. 3-31
Emergency Battery Voltage................................................ 3-32
3.5k Avionics System Failures......................................................... 3-32
PFD Failure.......................................................................... 3-32
MFD Failure........................................................................ 3-32
Attitude Heading Reference System (AHRS) Failures....... 3-35
Air Data Computer (ADC) Failures.................................... 3-36

3-ii REVISED: December 15, 2017
SECTION 3
Table of Contents (continued)

Section 3
Emergency Procedures
Paragraph Page
No. No.
3.5k Avionics System Failures (continued)
Erroneous or Loss of Engine and Fuel Displays................. 3-37
Erroneous or Loss of Warning/Caution CAS Messages..... 3-38
Communications (COM1 and COM2) Failure.................... 3-39
Dual GPS Failure................................................................. 3-39
Autopilot Malfunction......................................................... 3-41
Automatic Autopilot Disconnect...................................... 3-41
Electric Pitch Trim Failure................................................ 3-42
Electric Pitch Trim Runaway............................................ 3-42
Autopilot Overspeed Recovery......................................... 3-43
Autopilot Underspeed Recovery....................................... 3-43
Autopilot Out-Of-Trim...................................................... 3-44
Abnormal Flight Director Mode Transition...................... 3-45
Autopilot Preflight Test Failure........................................ 3-45
Loss of Navigation Information........................................ 3-46
Cooling Fan Failures........................................................... 3-47
Pitot Heat Failure................................................................. 3-47
3.5l Hydraulic Pump Failures.......................................................... 3-48
3.5m Starter Engaged........................................................................ 3-49
3.5n Spin Recovery.......................................................................... 3-49
3.5o Open Door................................................................................ 3-50
3.5p Propeller Overspeed................................................................. 3-50
3.5q Emergency Descent.................................................................. 3-51
3.5r Emergency Exit........................................................................ 3-51

3-iii
SECTION 3
Table of Contents (continued)

Section 3
Emergency Procedures
Paragraph Page
No. No.
3.5s Heater Overheat........................................................................ 3-51
3.5t Carbon Monoxide CAS Indications......................................... 3-52

3-iv
SECTION 3
SECTION 3
3.1 GENERAL
This section provides the recommended procedures for coping with various
emergency or critical situations. All of the emergency procedures required by the
FAA are presented, along with those procedures that are necessary for operation
of the airplane.
Emergency procedures associated with optional systems and equipment are

presented in Section 9, Supplements.
Checklists within this section are divided into two distinct parts.
1. Emergency procedures checklists, depicted within boxes, describe

immediate action sequences that should be followed during critical
situations.
2. When applicable, amplified procedures are provided immediately
below the relevant emergency procedure, to enhance the pilot’s
understanding of the procedure.
Pilots must familiarize themselves with the procedures in this section and
must be prepared to take the appropriate action should an emergency situation
arise. These procedures provide one course of action for coping with the
particular situation or condition described. They are not a substitute for sound
judgement and common sense.
Most basic emergency procedures are a normal part of pilot training. The
information presented in this section is not intended to replace this training. In
order to remain proficient, pilots should periodically review standard emergency
procedures.

3-1
SECTION 3
3.1 GENERAL (continued)

NOTE
A detailed description of the Crew Alerting System
and other annunciations and system messages
may be found in the latest appropriate revisions
and -XX part numbers of Garmin G1000 Cockpit
Reference Guide (Garmin P/N 190-02199-00) and
the Garmin G1000 Pilot’s Guide (Garmin P/N 190-
02198-00).
Annunciations and Alerts
The G1000 System produces a number of annunciations and alerts by
various means and methods. Some alerts are provided through visual
indications, some are aural messages, and some are a combination of the
two. The various methods of producing G1000 annunciations and alerts are
described in Section 7 of this handbook.
Crew Alerting System (CAS) Messages
For quick reference all messages associated with the Crew Alerting System
(Warning, Caution and Advisory) are provided in this section. A more
detailed description of all CAS, System and Aural alerts is provided in
Description and Operation Section 7.9 GARMIN G1000 AVIONICS
SYSTEM.
The following tables show the color and significance of the Warning,
Caution and Advisory messages which may appear on the Garmin G1000
displays.

SECTION 3

Crew Alerting System (CAS) Messages (continued)
Warnings – Red
Checklist
Event CAS Message Page Cause*
CAS Warnings with Text Messages
Alternator Failure L ALTR FAIL 3-28 Left and/or right alternator is
3-29 turned ON and has failed as
R ALTR FAIL determined by voltage regulator
High Cylinder Head L ENG CHT 3-23 Left and/or right engine CHT
Temperature exceeds 500 °F
R ENG CHT
Low Fuel Quantity L FUEL QTY 3-24 Left or right fuel quantity is less
than 5 gals.
R FUEL QTY
CO Level High CO LVL HIGH 3-52 CO level greater than 200 parts
per million (PPM).
Starter Engaged L START ENGD 3-49 Left or right engine starter is

engaged for greater than 30
R START ENGD seconds
Landing Gear GEAR SYS 3-27 Landing gear system
Failure malfunction while on the ground
Landing Gear CHECK GEAR 3-26 Landing gear selector is not

Position Unsafe in the down position when
aircraft is less than 400 ft AGL
with MAP less than 14 in Hg
(mutable aural) or flaps greater
than first “notch” (non-mutable
aural).
Landing gear is selected UP
while on the ground.
High Heater HTR OVRHEAT 3-51 Cabin heater has sensed an
Temperature overheat condition and has shut
down the heater
Underspeed USP ACTIVE 3-43 The autopilot Underspeed
Protection Protection (USP) mode is
actively preventing an under
speed condition.
*CAS Messages/Alerts may have small time delays to avoid nuisance alarms.

3-3
SECTION 3

Warnings – Red (continued)
Checklist
Event CAS Message Page Cause*
CAS Warnings with EIS Indications
Propeller None 3-50 Propeller speed is greater than
Overspeed 2720 RPM for more than 5
seconds.
Oil Temperature None 3-23 Oil Temperature greater than
Exceedance 245°F.
Oil Pressure None 3-22 Oil Pressure less than 25 PSI
Exceedance or greater than 115 PSI.
Total Fuel Quantity None 3-24 Total fuel quantity less than
Low 10 gals.
Battery Voltage None NA Primary battery voltage less
than:
24 V when RPM less than
1100 or
25 V when RPM greater than
1100
Or
Primary battery voltage greater
than 32 V.
Alternator None 3-28 Left and/or right alternator
Amperage amperage is greater than 65
AMPS.
Emergency Battery None 3-32 Emergency battery voltage is
Voltage less than 20 V or greater than
32 V.
Landing Gear None 3-27 Malfunction in any of the
Failure landing gear as indicated by a
red circle on the landing gear
display.
*CAS Messages/Alerts may have small time delays to avoid nuisance alarms.

SECTION 3

Cautions – Amber
Checklist
CAS Event CAS Message Page Cause*
CAS Cautions with Text Messages
CO Level High CO LVL HIGH 3-52 CO level greater than or equal
to 50 but less than 200 parts per
million (PPM).
Low Fuel Quantity L FUEL QTY 3-24 Left or right fuel quantity is less
than 10 gals.
R FUEL QTY
Landing Gear GEAR SYS 3-27 Landing gear system

Failure malfunction while in flight
Landing Gear CHECK GEAR 3-26 Landing gear selector is not in

Position Unsafe the down position when aircraft
is greater than 400 ft AGL
with MAP less than 14 in Hg
(mutable aural) or flaps greater
than first “notch” (non-mutable
aural)
Hydraulic Pump HYDR PUMP ON 3-48 Hydraulic pump has been
running for greater than 16
seconds
Pitot Heat Fail PITOT HEAT FAIL 3-47 Pitot heat is selected ON and is
inoperative
Pitot Heat Off PITOT HEAT OFF 3-47 Pitot heat is selected OFF
(double chime is suppressed)
CAS Cautions with EIS Indications

Oil Pressure None 3-22 Oil pressure between 26 PSI
Exceedance and 55 PSI when propeller
speed is greater than 1500
RPM or oil pressure between
96 and 115 PSI.
Total Fuel Quantity None 3-24 Total fuel quantity is less than
Low 20 gals.
Emergency Battery None NA Emergency battery voltage is
Voltage less than 23.3 V.

3-5
SECTION 3

Advisories – White
Checklist
CAS Event CAS Message Page Cause*
CAS Advisory with Text Message
Emergency Power EMERG BATT ON 3-31 Emergency battery is in use
In Use
Fuel Imbalance FUEL IMBAL NA Left and right fuel quantities
differ by greater than 10 gals.
PFD Fan Failure PFD FAN FAIL 3-47 The PFD cooling fan has
failed
MFD Fan Failure MFD FAN FAIL 3-47 The MFD cooling fan has
failed
Avionics Fan AV FAN FAIL 3-47 The avionics cooling fan has
Failure failed
Terminology
Many emergencies require some urgency in landing the aircraft. The
degree of urgency varies with the emergency; therefore the terms “land
as soon as possible” and “land as soon as practical” are employed. These
terms are defined as follows:
Land as soon as possible - A landing should be accomplished at the

nearest suitable airfield considering the severity of the emergency, weather
conditions, field facilities, and ambient lighting.
Land as soon as practical - Emergency conditions are less urgent, and
although the mission is to be terminated, the emergency is such that an
immediate landing at the nearest suitable airfield may not be necessary.

SECTION 3
3.3 Airspeeds for Safe Operations

One engine inoperative air minimum control.................................56 KIAS
One engine inoperative best rate of climb......................................88 KIAS
One engine inoperative best angle of climb....................................82 KIAS
Maneuvering (3800 lb)......................... 135 KIAS (115 KIAS @ 2870 LB)
Never exceed.................................................................................202 KIAS
3.5 Emergency Procedures Checklist

3.5a Engine Inoperative Procedures
An inoperative engine can be identified by various means, including
the fact that directional control is maintained by applying rudder pressure
toward the operative engine (DEAD FOOT INDICATES DEAD ENGINE).
Additionally, engine indications such as EGT and oil pressure may help
in identifying an inoperative engine. After identification, verify complete
power loss on that engine by retarding its throttle and noting the
absence of engine or aircraft response.
Engine Securing Procedure (Feathering Procedure)

THROTTLE.................................................................................. .CLOSE
PROPELLER................................................FEATHER (950 RPM Min.)
MIXTURE.................................................................................. CUT-OFF
COWL FLAP................................................................................. CLOSE
MAG LEFT/RIGHT Switches.............................................................OFF
FUEL PUMP Switch............................................................................OFF
ALTR Switch.......................................................................................OFF
FUEL selector......................................................................................OFF
Electrical load..............................................................................REDUCE

3-7
SECTION 3
3.5a Engine Inoperative Procedures (continued)

The engine securing procedure should always be accomplished in
a sequential order on the inoperative engine. Move the throttle of the
inoperative engine towards IDLE. If no changes are noted, the correct
identification of the inoperative engine is confirmed. Move the propeller
control to FEATHER (fully aft) before the propeller speed drops below
950 RPM, otherwise the propeller will not feather. One engine inoperative
performance will decrease significantly if the propeller of the inoperative
engine is not feathered.
Engine Failure During Takeoff

(Speed Below 75 KIAS or Gear Down)
THROTTLES.................................................... IMMEDIATELY CLOSE
Brakes (or land and brake)................................................AS REQUIRED
Directional Control..................................................................MAINTAIN
If insufficient runway remains for a complete stop:

Brakes...................................... .............APPLY MAXIMUM BRAKING
MIXTURES............................................................................... CUT-OFF
FUEL Selectors....................................................................................OFF
MAG LEFT/RIGHT Switches.............................................................OFF
BATT MASTR Switch........................................................................OFF
Directional Control.....................MAINTAIN and AVOID OBSTACLES
If engine failure occurs during the takeoff roll, the takeoff MUST be
aborted. If failure occurs after liftoff but before 75 KIAS is achieved or
before the landing gear is retracted, the takeoff should also be aborted.

SECTION 3
Engine Failure During Takeoff (Speed Above 75 KIAS)

If sufficient runway remains for a complete stop:
GEAR.............................................................................. VERIFY DOWN
Land..................................................... .................... STRAIGHT AHEAD
THROTTLES................................................................................. CLOSE
Brakes................................................................................AS REQUIRED
If GEAR is in transit or UP and the decision is made to continue:
WARNING
In many combinations of aircraft weight,
configuration, ambient conditions and speed,
negative climb performance may result. Refer to
Climb Performance chart- One Engine Operating
- Gear Up, Figure 5-21.
MIXTURES........................................................................... FULL RICH
PROPELLERS............................................................. FULL INCREASE
THROTTLES........................................................................ FULL OPEN
FLAPS.........................................................................................FULL UP
GEAR..................................................................................... VERIFY UP
Inoperative Engine............................................. IDENTIFY and VERIFY
THROTTLE (Inop. Engine)........................................................... CLOSE
PROPELLER (Inop. Engine).................................................... FEATHER
MIXTURE (Inop. Engine)......................................................... CUT-OFF
Establish Bank.............................. 2° to 3° INTO OPERATING ENGINE
Climb Speed..................................................................................88 KIAS
Rudder Trim.......................................TOWARD OPERATING ENGINE
TO APPROXIMATELY 1/2 TRAPEZOID
ON THE SLIP INDICATOR
COWL FLAP (Operating Engine)....................................AS REQUIRED
COWL FLAP (Inop. Engine)......................................................... CLOSE
MAG LEFT/RIGHT Switches (Inop. Engine).....................................OFF
FUEL PUMP (Inop. Engine)...............................................................OFF
ALTR Switch (Inop. Engine)...............................................................OFF
FUEL Selector (Inop. Engine).............................................................OFF
Land as soon as practical.

3-9
SECTION 3
If engine failure occurs after liftoff with the gear still down and 75
KIAS has been attained, the best course of action will depend on the runway
remaining and aircraft configuration. Also the pilot’s decision must be based
on a personal judgement, taking into consideration such factors as obstacles,
the type of terrain beyond the runway, altitude and temperature, weight and
loading, weather, airplane condition, and the pilot’s own proficiency and
capability.
Attempt to maintain the one engine inoperative best rate of climb
speed (VYSE: 88 KIAS). Do not allow airspeed to decrease below the air
minimum control speed (VMCA: 56 KIAS).
toward the operating engine (DEAD FOOT INDICATES DEAD ENGINE).
power loss on that engine by retarding its throttle and noting the absence of
engine or aircraft response.
Once the aircraft is trimmed and the inoperative engine is secured, close
the cowl flap of the operating engine as much as possible without exceeding
engine temperature limits. Land as soon as practical at the nearest suitable
airport.

SECTION 3
Engine Failure During Climb

Airspeed.................................................................. MAINTAIN 88 KIAS
MIXTURE.............................................................................. FULL RICH
THROTTLE (Inop. Engine)........................................................... CLOSE
PROPELLER (Inop. Engine)....................................................FEATHER
Climb Speed..................................................................................88 KIAS
TO APPROXIMATELY 1/2
TRAPEZOID ON THE SLIP INDICATOR
COWL FLAP (Inop. Engine)......................................................... CLOSE
After the faulty engine has been identified and power loss has been
verified, complete the Engine Securing Procedure. Continue a straight
ahead climb until sufficient altitude (minimum of 1000 feet above ground
elevation) is reached to execute the normal One Engine Inoperative Landing
procedure at the nearest suitable airport.

3-11
SECTION 3
Engine Failure During Flight (Speed Below Vmca)

Rudder............................................................... APPLY AGAINST YAW
THROTTLES (Both Engines) ........RETARD TO ARREST TURN/YAW
Pitch Attitude...................................LOWER NOSE TO ACCELERATE
ABOVE Vmca (56 KIAS)
Operating Engine...........................INCREASE POWER AS AIRSPEED
INCREASES ABOVE Vmca (56 KIAS)
If altitude permits, a restart may be attempted.
If restart fails or if altitude does not permit restart:
PROPELLER (Inop. Engine)....................................................FEATHER
Airspeed.................... ATTAIN AND MAINTAIN AT LEAST 88 KIAS
COWL FLAP (Inop. Engine)........................................................ CLOSE
In order to maximize control effectiveness during the recovery, bank the
airplane up to 5° towards the operating engine.

SECTION 3
Engine Failure During Flight (Speed Above Vmca)

Inoperative Engine....................................................................IDENTIFY
Operating Engine.............................. ADJUST POWER AS REQUIRED
Airspeed........................................................ ATTAIN AND MAINTAIN
AT LEAST 88 KIAS
Before securing inoperative engine:

FUEL QTY........................................ CHECK (XFEED AS REQUIRED)
FUEL PUMP......................................................................................... ON
MIXTURE.............................................................................. FULL RICH
ALT-AIR.......................................................................................... OPEN
MAG LEFT/RIGHT Switches...................................................... CHECK
OIL ºF............................................................................................ CHECK
OIL PSI......................................................................................... CHECK
If engine does not restart, complete Engine Securing Procedure.

Power (Operating Engine)................................................AS REQUIRED
FUEL Selector (Operating Engine)....................................................... ON
(XFEED AS REQUIRED)
FUEL PUMP (Operating Engine).....................................AS REQUIRED
Electrical Load..................................DECREASE TO MIN. REQUIRED
CAUTION
If engine failure is due to fuel starvation and a fuel
leak is suspected, carefully monitor remaining fuel
quantity if XFEED is used.
If oil temperature is high and oil pressure is zero, suspect loss of oil and
do not attempt to restart the engine.

3-13
SECTION 3

If an engine failure is caused by fuel starvation, both engines may be
operated from one fuel tank using XFEED as appropriate. If a fuel leak is
suspected, select XFEED OFF and complete the Engine Securing Procedure.
One Engine Inoperative Landing

Inoperative Engine......................... ENGINE SECURING PROCEDURE
COMPLETE
Seat Belts/Harnesses....................................................................SECURE
FUEL Selector (Operating Engine)....................................................... ON
MIXTURE (Operating Engine)............................................. FULL RICH
PROPELLER Control (Operating Engine).................. FULL INCREASE
FUEL PUMP (Operating Engine)......................................................... ON
Altitude & Airspeed......................................................MAKE NORMAL
APPROACH
When Landing is Assured:
GEAR .............................................................................................DOWN
FLAPS...............................................................................25° (2nd Notch)
Final Approach Speed ..................................................................90 KIAS
Power............................................................... RETARD SLOWLY AND
FLARE AIRPLANE
Trim................................................................ AS POWER IS REDUCED
(AIRPLANE WILL YAW IN DIRECTION
OF OPERATING ENGINE)
WARNING
Under some conditions of loading and
density altitude, aircraft single engine climb
performance and obstacle clearance may make
a one engine inoperative go-around impossible
(See Section 5). Sudden application of power
during one engine inoperative operation can
make control of the airplane more difficult.
CAUTION
A one engine inoperative go-around should be
avoided if at all possible.

SECTION 3
One Engine Inoperative Go-Around

MIXTURE (Operating Engine)............................................. FULL RICH
PROPELLER (Operating Engine)............................... FULL INCREASE
THROTTLES.......... SMOOTHLY ADVANCE TO TAKEOFF POWER
FLAPS....................................................RETRACT INCREMENTALLY
GEAR.....................................................................................................UP
WARNING
Under some conditions of loading and
density altitude, aircraft single engine climb
performance and obstacle clearance may make
a one engine inoperative go-around impossible
(See Section 5). Sudden application of power
during one engine inoperative operation can
make control of the airplane more difficult.
WARNING
The propeller on the inoperative engine must be
feathered, the landing gear retracted, and the
wing flaps retracted for continued flight.
WARNING
Autopilot coupled go-around is not authorized
during single engine operations.
CAUTION
A one engine inoperative go-around should be
avoided if at all possible.

3-15
SECTION 3

Summary of Factors Affecting Single Engine Operations
Significant climb performance penalties can result from landing gear,
flap, or windmilling propeller drag. These penalties are approximated as
follows:
Landing gear extended/Flaps Up.......................................... - 250 ft./min.
Flaps extended 25°/Gear Down............................................ - 490 ft./min.
Flaps extended fully/Gear Down.......................................... - 525 ft./min.
Inoperative engine propeller windmilling
(Gear and Flaps Up)............................................................... -200 ft./min.

3-16
SECTION 3

The following general facts should be used as a guide if an engine failure
occurs:
1. Discontinuing a takeoff upon engine failure is advisable under

most circumstances. Continuing the takeoff, if engine failure
occurs prior to reaching obstacle speed and gear retraction, is not
advisable.
2. A windmilling propeller and extended landing gear cause a severe
drag penalty and therefore, climb or continued level flight is
improbable, depending on weight, altitude and temperature. Prompt
retraction of the landing gear, identification of the inoperative
engine, and feathering of the propeller is of utmost importance if
the takeoff is to be continued.
3. Airspeed should not be allowed to fall below VXSE (82 KIAS) any
lesser speed will result in significantly reduced climb performance.
4. Once obstacles and terrain are cleared, accelerate to the single-
engine best rate-of-climb airspeed.
5. To maximize controllability during recovery following an
engine loss near or below VMC, the airplane should be banked
approximately 5° into the operating engine and the rudder used to
maintain straight flight. This will result in the trapazoid of the turn
and slip indicator being displaced 1/2 to 3/4 towards the operating
engine.
6. To maximize climb performance after airplane is under control of the
pilot and failed engine is secured, maintain a 2° to 3° bank towards
the operating engine and trim the rudder as needed for straight
flight. This will result in approximately 1/2 trapazoid displacement
towards the operating engine. This trapazoid displacement should
be maintained during any necessary maneuvering to maintain best
possible climb margins.

3-17
SECTION 3

3-18
SECTION 3
3.5b Reserved
3.5c Air Starting Procedure
Unfeathering Procedure / Unfeathering Accumulator

Functioning
NOTE
With the propeller unfeathering system installed,
the propeller will usually windmill automatically
when the propeller control is moved forward.
FUEL Selector (Inoperative Engine).................................................... ON
MAG LEFT/RIGHT Switches (Inoperative Engine)............................ ON
FUEL PUMP (Inoperative Engine)...................................................... ON
THROTTLE (Inoperative Engine).................................... OPEN 1/4 inch
PROPELLER (Inoperative Engine)............................. FULL INCREASE
MIXTURE (Inoperative Engine) ........................................... ADVANCE
(after propeller rotation)
THROTTLE.......................................Reduce power until engine is warm
ALTR.............................................................................. ON (after restart)
FUEL PUMP.....................................................As Required (after restart)
NOTE
Starter assist is required if the propeller is
stationary (not rotating) within 5-7 seconds after
the propeller control has been moved forward.
When propeller unfeathering occurs, it may be
necessary to retard the prop control slightly so as
to not overspeed the prop.
If restart is not successful:
MIXTURE (Inoperative Engine)............................................... CUT-OFF
Proceed to Section 3.5(a) Engine Securing Procedure (Feathering
Procedure).

3-19
SECTION 3
3.5c Air Starting Procedure (continued)
Unfeathering Procedure/ Starter Assisted

FUEL Selector (Inoperative Engine).................................................... ON
MAG LEFT/RIGHT Switches (Inoperative Engine)............................ ON
FUEL PUMP (Inoperative Engine)...................................................... ON
THROTTLE (Inoperative Engine) .................................... OPEN 1/4 inch
PROPELLER (Inoperative Engine) ........... INCREASE (to cruise setting)
MIXTURE (Inoperative Engine) .......................................... FULL RICH
ENG START (Inoperative Engine).................... ENGAGE UNTIL PROP
WINDMILLS
NOTE
The ENG START switch should be engaged
as soon as possible after advancing the mixture
control to minimize the possibility of flooding the
engine.
THROTTLE...............................REDUCE POWER until engine is warm

ALTR.............................................................................. ON (after restart)
FUEL PUMP.....................................................As Required (after restart)
If restart is not successful:
MIXTURE (Inoperative Engine)............................................... CUT-OFF
Proceed to Section 3.5(a) Engine Securing Procedure (Feathering
Procedure).

SECTION 3
3.5d Engine Roughness
Engine Roughness
ALT-AIR.......................................................................................... OPEN
If roughness continues after one minute:

ALT-AIR........................................................................................ CLOSE
MIXTURE............................................. Adjust for maximum smoothness
FUEL PUMP......................................................................................... ON
Engine Gauges.............................................................................. CHECK
MAG LEFT/RIGHT Switches...................................... Individually select
OFF and ON
If operation is satisfactory on either magneto, continue on that magneto

at reduced power and full RICH mixture to first airport.
Engine roughness may be caused by blockage in the injector nozzles,
induction system icing, ignition problems or too lean or rich mixture.
Adjust the mixture for smoothest operation. Move the alternate air to
OPEN and turn on the electric fuel pump. Switch to XFEED on the effected
engine to verify that fuel contamination is the problem. Return fuel selector
to ON if problem is not corrected.
Upon completion of this checklist, if roughness persists, consider a
precautionary landing.

3-21
SECTION 3
3.5e Engine Indication System (EIS)
Oil Pressure
Indication: Master Warning, Triple Chime, Flashing Red Oil
Pressure Indication
Affected Engine........................................................................... VERIFY
Low Oil Pressure:
THROTTLE (Affected Engine)..........................MINIMUM REQUIRED
PROPELLER (Affected Engine)........................................... DECREASE
If accompanied by high oil temperature:

Affected Engine....................... Complete the Engine Securing Procedure
Land as soon as possible.
If accompanied by normal oil temperature:

High Oil Pressure:
THROTTLE (Affected Engine)..........................MINIMUM REQUIRED
PROPELLER (Affected Engine)........................................... DECREASE
Loss of oil pressure may be either partial or complete. A partial loss of

oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to investigate the
cause and prevent engine damage. Oil temperature may be monitored to
corroborate low oil pressure readings.
A complete loss of oil pressure may signify oil exhaustion. Continued
operation of the engine could result in a serious emergency situation or
severe engine damage. Complete the Engine Securing Procedure (para. 3.5a)
on the faulty engine. If engine oil is depleted, the engine will seize and if
feathering is not initiated above 950 RPM the propeller will not feather.

SECTION 3
3.5e Engine Indication System (EIS) (continued)
High Oil / Cylinder Head Temperature

Indication: Master Warning, Triple Chime, Flashing Red Oil
Temperature Indication
Or
Indication: Master Warning, Triple Chime, L ENG CHT / R ENG CHT
COWL FLAPS................................................................................. OPEN
MIXTURE...............................................................................ENRICHEN
Power...........................................................................................REDUCE
Airspeed.................................................................................. INCREASE
(If altitude permits)
Abnormally high oil temperature may be caused by low oil level.

Monitor oil pressure gage for accompanying loss of pressure.
Excessive cylinder head temperature may parallel excessive oil
temperature.
If the problem persists, land as soon as practical and have the cause
investigated.

3-23
SECTION 3
3.5e Engine Indication System (EIS) (continued)
Loss of Fuel Flow

FUEL PUMP (Affected Engine)........................................................... ON
CAUTION
If normal engine operation is not immediately
re-established, the FUEL PUMP should be turned
off. The lack of engine response could indicate a
leak in the fuel system. If a fuel leak is verified,
switch the fuel selector to OFF and proceed with
the Engine Securing Procedure.
Fuel Quantity
Indication: Master Warning, Triple Chime, L FUEL QTY / R FUEL QTY
Master Caution, Double Chime, L FUEL QTY / R FUEL QTY
If one tank has low fuel quantity:

FUEL Selector (engine with low fuel quantity)............................ XFEED
If both tanks have low fuel quantity:
FUEL Selectors..................................................................................... ON
The L FUEL QTY or R FUEL QTY warning CAS messages alert the
pilot of low fuel quantity.
A Master Warning will trigger if the fuel quantity in either tank is 5
GAL or less, or if the Total Fuel Quantity is 10 GAL or less.
A Master Caution will trigger if the fuel quantity in either tank is 10
GAL or less, or if the total fuel quantity is 20 GAL or less.

SECTION 3
3.5f Engine Fire
Engine Fire During Start

If engine has not started:
MIXTURE.................................................................................. CUT-OFF
THROTTLE.......................................................................... FULL OPEN
ENG START....................................... CONTINUE to CRANK ENGINE
If engine has already started and is running, continue operating to try
pulling the fire into the engine.
If fire continues:
FUEL Selectors....................................................................................OFF
FUEL PUMPS......................................................................................OFF
MIXTURES............................................................................... CUT-OFF
External Fire Extinguisher.................................................................. USE
Airplane................................................................................. EVACUATE
NOTE
If fire continues, shut down both engines and
evacuate.
Engine Fire in Flight

FUEL Selector (Affected Engine)........................................................OFF
THROTTLE (Affected Engine)..................................................... CLOSE
PROPELLER (Affected Engine)..............................................FEATHER
MIXTURE (Affected Engine)................................................... CUT-OFF
COWL FLAP (Affected Engine)..................................................... OPEN
Affected Engine......................................... COMPLETE Engine Securing
Procedure
If fire persists:
Airspeed.............................................................INCREASE in attempt to
blow out fire

3-25
SECTION 3
3.5g Electrical Fire
Electrical Fire
EMERG BATT.................................................................. VERIFY ARM
BATT MASTR.....................................................................................OFF
ALTR LEFT/RIGHT Switches............................................................OFF
Vents................................................................ CLOSED (To avoid drafts)
CABIN HEAT......................................................................................OFF
If fire persists, locate and, if practical, extinguish with portable fire
extinguisher located on the console just aft of the 2 front seats.
Prior to landing:
GEAR........................ Use Manual Extension of Landing Gear procedure
WARNING
The landing gear must be lowered using the
emergency extension procedure.
3.5h Landing Gear Unsafe
Landing Gear Unsafe

Indication: Master Warning, Aural Alert, CHECK GEAR
GEAR..............................................................................................DOWN
Gear Position Indications............................................................3 GREEN
Indication: Master Caution, Aural Alert, CHECK GEAR
GEAR...........................................................................DOWN (if desired)

The CHECK GEAR aural alert is activated to notify the pilot that the
landing gear are not down and locked, when the aircraft is in a landing
configuration. The alert is triggered when manifold pressure is less than 14
In. Hg. on either engine, or flaps are extended to the second or third notch.

3-26
SECTION 3
3.5h Landing Gear Unsafe (continued)

The CHECK GEAR Caution is triggered when above ~400 feet AGL
and the Warning below ~400 feet AGL.
The CHECK GEAR aural that is triggered by low manifold pressure
may be muted by pressing the lower right softkey on the PFD. The
CHECK GEAR aural that is triggered by flap position, can only be silenced
by retracting the flaps or extending the landing gear.
3.5i Landing Gear Malfunctions
Landing Gear Malfunction

Indication: Master Warning, Triple Chime, GEAR SYS
Indication: Master Caution, Double Chime, GEAR SYS
Indication: EIS Landing Gear Display
Check following before extending gear manually:

Circuit Breakers............................................................................ CHECK
BATT MASTR Switch......................................................................... ON
ALTR LEFT/RIGHT.................................................................... CHECK
Manual Extension of Landing Gear:
Airspeed.........................................................REDUCE (100 KIAS max.)
GEAR..............................................................................................DOWN
Emerg. Gear Extend Knob............................ Move wire guard and PULL
Leave emergency gear extension knob out.
WARNING
If the emergency gear extension knob has
been pulled out to lower the gear due to a gear
system malfunction, leave the control in its
extended position until the airplane has been
put on jacks to check the proper function of the
landing gear hydraulic and electrical systems.

3-27
SECTION 3
3.5j Electrical Failures
CAUTION
The LEFT ALTR (Row 1, Column 15) and RIGHT
ALTR (Row 1, Column 16) circuit breakers should
not be opened manually when the alternators are
functioning properly.
NOTE
Tripped circuit breakers should be reset only if the
affected system/component is considered essential
for safety of flight. Prior to resetting the circuit
breaker, wait at least one minute and verify there is
no smoke or “burning smell”. If the circuit breaker
opens a second time, leave the circuit breaker out.
Have a maintenance inspection performed prior
to resetting the circuit breaker. Do not reset any
nonessential circuit breakers in flight.
Single Alternator Failure

Indication: Master Warning, Triple Chime, L ALTR FAIL or R ALTR FAIL
Verify Failure........................................CHECK ALTR AMPS Indication

Electrical Load............................................REDUCE less than 65 AMPS
(60 AMPS if on ground)
Failed ALTR Switch............................................................................OFF
Failed Alternator Field Circuit Breaker..........................................RESET
L ALTR FIELD Circuit Breaker (Row 2, Col. 15)
R ALTR FIELD Circuit Breaker (Row 2, Col. 16)
Failed ALTR Switch............................................................................. ON
If alternator still failed:
ALTR AMPS Indication.......................................................... MONITOR
(MAINTAIN less than 65 AMPS)
(60 AMPS if on ground)

3-28
SECTION 3
3.5j Electrical Failures (continued)
Dual Alternator Failure

Indication: Master Warning, Triple Chime, L ALTR FAIL and
R ALTR FAIL
CAUTION
Approximately 30 minutes of electrical power
remains after a dual alternator failure. To ensure
30 minutes of battery power, complete the Load
Shedding procedure below, within 3 minutes of
dual alternator failure.
Verify Failure........................................CHECK ALTR AMPS Indication
Attempt to reset alternators:
Failed ALTR Switches.........................................................................OFF
Failed Alternators Field Circuit Breaker.........................RESET if tripped
L ALTR FIELD Circuit Breaker (Row 2, Col. 15)
R ALTR FIELD Circuit Breaker (Row 2, Col. 16)
Failed ALTR Switches.......................................................................... ON
If only one alternator resets:

Operating ALTR Switch....................................................................... ON
Electrical Load.................................... MAINTAIN LESS than 65 AMPS
(60 AMPS on ground)
Ammeter................................................................................... MONITOR
If neither alternator resets:

Both Alternator Switches.....................................................................OFF
Electrical Load............................................. SHED in less than 3 minutes
NON ESS BUS Circuit Breaker (Row 1, Col. 1).............................PULL
LIGHTING BUS Circuit Breaker (Row 1, Col. 2)........................... PULL
AVIONICS BUS Circuit Breaker (Row 1, Col. 3)........................... PULL
AVION MASTER Switch.................................................................. OFF
EMERG BATT.................................................................. VERIFY ARM

3-29
SECTION 3
To ensure 30-minutes of battery life:

BATT AMPS.......................................................... -20 AMPS Maximum
PITOT HEAT...............................................15 Minutes Usage Maximum
Com Radio.....................................................3 Minutes Usage Maximum
If neither alternator resets, the main battery becomes the primary source
of electrical power. As battery power is depleted, system voltage may be
reduced to a level that is insufficient to support the required electrical load.
If this occurs the emergency battery should activate automatically.
Activation of the emergency battery may be verified by the CAS Advisory
message EMERG BATT ON, and by the VOLT indication changing to E
VOLTS on the Engine Indication System. If the emergency battery does not
activate automatically (at approximately 20 VOLTS), the BATT MASTR,
ALTR 1, and ALTR 2 switches should be turned OFF, thereby forcing the
emergency battery to power the Essential Bus.
Refer to Complete Electrical Failure checklist if EMERG BATT ON
illuminates.

SECTION 3
Complete Electrical Failure

Indication: Single Chime, EMERG BATT ON
CAUTION
The emergency battery is designed to provide
electrical power to all items on the emergency
bus for a minimum of 30 minutes.
NOTE
The VOLTS indication on the EIS window
automatically changes to the emergency bus
voltage (E VOLTS) when operating on the
emergency battery.
NOTE
Cooling air for the PFD is lost when operating on
the emergency bus as indicated by the PFD FAN
FAIL CAS Advisory message.
EMERG BATT Switch.......................................................... Verify ARM
Standby Flight Instrument................................... Verify OPERATIONAL
Aircraft Control.....................................Use PFD and Standby Instrument
BATT MASTR Switch........................................................................OFF
ALTR LEFT/RIGHT Switches............................................................OFF
Prior to landing:
Landing Light....................................................................INOPERATIVE
GEAR..........................................Use Manual Extension of Landing Gear
procedure
Approximately 30 minutes of electrical power is available.
The following equipment will operate while on the emergency bus:
• Primary Flight Display (reversionary mode)
• Engine Instruments
• COM1
• NAV1
• Standby Instrument
• Audio Panel
• Avionics Lighting/Dimming

3-31
SECTION 3
Emergency Battery Voltage

Indication: Master Warning, Triple Chime, Flashing Red E VOLTS
Indication.
WARNING
Complete electrical failure is imminent.
3.5k Avionics System Failures
NOTE
The latest appropriate revision and -XX part
number of the Garmin G1000 Cockpit Reference
Guide, PN 190-02199-00, and the Garmin G1000
Pilot’s Guide, PN 190-02198-00, contain detailed
descriptions of the G1000 and GFC 700 autopilot
systems.
PFD Failure
Indication: PFD display goes blank.
Standby Instrument............................................. Verify OPERATIONAL
Aircraft Control..................................................... Use standby instrument
DISPLAY BACKUP (red button on audio panel)............................PUSH
(button extended)
Aircraft Control................................... Use MFD and Standby Instrument
Exit and avoid IMC as soon as practical.

SECTION 3
NOTE
If the PFD fails, the MFD will remain in normal
display mode. Pushing the DISPLAY BACKUP
button on the audio panel puts the MFD in
reversionary mode, which depicts primary flight
instruments, engine and systems information on a
single display format. Certain map functions will
be lost in reversionary mode.
NOTE
* Multiple pieces of equipment depend on the PFD
for proper functionality, including COM1 (121.5
MHz is still available), NAV1, NAV1 DME,
GPS1, Traffic, and the GFC 700 autopilot. When
the PFD fails, the pilot must manually fly the
airplane and use COM2, NAV2, and NAV2 DME
when required.
NOTE
* NAV1 DME will continue to function if it was
being used prior to the PFD failure. If NAV2 DME
is selected, NAV1 DME will no longer function.
Attitude, heading, airspeed and altitude are available on the standby

instrument and on the MFD after the DISPLAY BACKUP button is pressed.
It is the pilot’s responsibility to compare these parameters to verify accuracy.
When the MFD is in reversionary display mode, course deviation
indications for GPS and VOR (* VOR2 only) are available on the HSI and
weather products (if installed) are available for display on the inset map.

4496446 only.

3-33
SECTION 3
MFD Failure
Indication: MFD display goes blank.
DISPLAY BACKUP (red button on audio panel)............................PUSH
(button extended)
NOTE
The PFD will automatically revert to reversionary
mode.
NOTE
XM will be inoperative. TAS and ADS-B Traffic
(if installed) will be inoperative.
NOTE
If the GFC700 autopilot was engaged prior to
MFD failure, it will remain engaged in its current
lateral and vertical modes. The modes cannot
be changed and if the autopilot is disengaged, it
cannot be re-engaged.
NOTE
* Multiple pieces of equipment depend on the
MFD for proper functionality, including COM2
(121.5 MHz is still available), NAV2, DME,
GPS2, ADF, and ESP. When the MFD fails, the
pilot must use COM1, NAV1, when required.
Attitude, heading, airspeed and altitude indications are available on the
standby instrument and on the PFD in reversionary display mode. It is the
pilot’s responsibility to compare these parameters to verify accuracy.
After an MFD failure, the PFD should automatically revert to
reversionary mode. However, pressing the DISPLAY BACKUP button
ensures that the PFD reverts. Without automatic or manual reversion of the
PFD, engine indications would not be available.

4496446 only.

SECTION 3
AHRS Failures
AHRS Total Failure
On Ground:
Indication: Sky/Ground presentation removed, course pointer straight
up, red X’s on all attitude and heading indicators.
System Messages (Messages Softkey)....................................CONSIDER
AHRS Circuit Breaker (Row 2, Col. 8)..........................................RESET
If AHRS data still invalid:
IFR operations not authorized.
In Flight:
Indication: Sky/Ground presentation removed, course pointer straight
up, red X’s on all attitude and heading indicators.
Standby Instrument...................VERIFY NO FAILURE INDICATIONS
Attitude and Heading........................................... Use Standby Instrument
NOTE
The course pointer will point upwards at all times,
but the CDI can still be used for navigating in GPS/
OBS and VOR/LOC modes.
Course............................................................Set using CRS knob on PFD
AHRS Circuit Breaker (Row 2, Col. 8)..........................................RESET
If AHRS data still invalid:
Exit and avoid flight in IMC
NOTE
The autopilot (including ESP and USP) and
SurfaceWatch (if installed) will be inoperative if
AHRS remains inoperative.
NOTE
Traffic Advisory System (TAS) and ADS-B Traffic
(if installed) symbols will not be displayed on the
moving map, however TAS and ADS-B Traffic
(if installed) information remain available on the
TAS page.
NOTE
For partial AHRS failures, a red X will appear over
the affected indication(s).

3-35
SECTION 3
Air Data Computer (ADC) Failures

ADC Total Failure
On Ground:
Indication: Red or yellow X’s on all Air Data indications.
ADC Circuit Breaker (Row 2, Col. 7)............................................RESET
If ADC data still invalid:
IFR operations not authorized.
In Flight:
Indication: Red or yellow X’s on all Air Data indications.
Standby Instrument....................... VERIFY AIR DATA INDICATIONS
Airspeed, Altitude and Vertical Speed.................................. USE Standby
Instrument
ADC Circuit Breaker (Row 2, Col. 7)............................................RESET
NOTE
During failure of ADC, Traffic Advisory System
(TAS) and GFC700 autopilot (including ESP and
USP) will be inoperative.
If ADC data still invalid:
Exit and avoid flight in IMC.

SECTION 3
Erroneous or Loss of Engine and Fuel Displays

Indication: Yellow X over affected engine indication or fuel display
NOTE
Erroneous information should be suspected
when indications do not agree with other system
information. Erroneous indications may be
identified by comparing a display with other
system information.
1. Set power based on throttle lever position, engine sound and speed.
2. Monitor other indications to determine the health of the engine.
3. Use known power settings from POH power setting tables for
approximate fuel flow values.
4. Use other system information, such as annunciator messages, fuel
totalizer quantity and flow, to safely complete the flight.
If indications for any of the following are invalid:

• All Engine Parameters
• VOLTS
• ALTR AMPS
• BATT AMPS
• FUEL QTY
GEA circuit breaker (Row 2, Col. 3).....................................................RESET
If all engine parameters are still unavailable, land as soon as practical.

3-37
SECTION 3
Erroneous or Loss of Warning/Caution CAS Messages

Indication: Yellow X is shown over the CAS message window or CAS
message present when not expected or CAS message not
present when expected.
1. If a yellow X is placed over the CAS message window, monitor engine
and airframe indications.
NOTE
See Section 3.1 of this handbook for a list of CAS
Warning, Caution and Advisory messages that
may be inoperative.
2. If a CAS message appears that is not expected, treat it as if the
condition exists.
3. If an abnormal condition exists but the CAS system has not been
activated, use other available information to confirm the condition
exists. If it cannot be determined that the condition does not exist,
treat the situation as if the condition does exist and take appropriate
action.
NOTE
CAS messages are inhibited for many parameters
on the Engine Indication System (EIS) display
of the MFD. The Master Warning and Master
Caution indications and associated chimes are
still activated whenever any indicated parameter
enters the red or yellow bands.
If a yellow X appears over the CAS message window, land has soon
as practical.

SECTION 3
Communications (COM1 and COM2) Failure

Indication: Inability to communicate/receive on COM1 and COM2.
NOTE
No matter what the cause of a Com failure,
removing power from the audio panel actuates a
fail-safe connection between the pilot’s headset/
microphone and COM1.
AUDIO MKR circuit breaker (Row 2, Col. 9).................................PULL
Dual GPS Failure

Indication: Amber “DR” annunciation on HSI, Amber “DR”
superimposed over airplane symbol on moving map.
Navigation.................................................Use alternate source of navigation

(ILS, LOC, VOR, DME, ADF)
If no alternate navigation sources are available:

Dead Reckoning (DR) Mode - Is active when in Enroute mode (the
airplane is greater than 30 NM from the destination airport in flight plan).
Navigation...................................... Use the airplane symbol and magenta
course line on the MAP display and the amber CDI on the HSI.
WARNING
In DR mode, the estimated position becomes
increasingly unreliable over time and should
not be used as a sole means of navigation.
In DR mode the CDI is initially displayed in
amber, but is removed after 20 minutes.

3-39
SECTION 3
WARNING
TAWS is Inoperative.
DR mode uses heading, airspeed and last known GPS position to estimate
the airplanes current position. All maps with an airplane symbol show a
ghosted airplane and a “DR” label.
NOTE
Traffic Information System (TIS) and Traffic
Advisory System (TAS) are not dependent on
GPS information. Therefore, the position of
displayed traffic relative to the airplane symbol
on the map is still accurate.
Loss of Integrity (LOI) Mode - Is active when GPS integrity is insufficient
for the current phase of flight.
Navigation...............................Crosscheck / use other navigation sources
as required.
NOTE
All information derived from GPS or DR is
removed from the displays.
The airplane symbol is removed from all maps.
The map will remain centered at the last known
position.
“NO GPS POSITION” is shown in the center of
the map.
TAWS and TAS are inoperative.

3-40
SECTION 3
Autopilot Malfunction
Indication: An unexpected roll or pitch deviation from the desired
flight path, possible flight director command deviations
from desired aircraft attitudes and possible autopilot
disconnect with red AFCS annunciation, amber or red A/P
annunciation on PFD.
WARNING
Do not press the LVL switch (if installed) if an
autopilot or pitch trim malfunction is suspected.
Control Wheel................................................................GRASP FIRMLY
Attitude Indicators.............................................................CROSSCHECK
A/P DISC Switch....................................................DEPRESS and HOLD
Pitch Trim................................................................RETRIM as necessary
AUTOPILOT Circuit Breaker (Row 3, Col. 2)................................PULL
Autopilot...............................................................DO NOT RE-ENGAGE
Automatic Autopilot Disconnect

Indication: Flashing red and white A/P on PFD and aural disconnect
tone
A/P DISC Switch......................................................DEPRESS and RELEASE

(cancels disconnect tone, and disconnects Autopilot)
Pitch Trim....................................................................... RETRIM as necessary
NOTE
The autopilot disconnect may be accompanied
by a red boxed PTCH (pitch), ROLL, or PTRM
annunciation on the PFD, indicating the axis which
has failed. The autopilot cannot be re-engaged with
any of these annunciations present.

3-41
SECTION 3
Electric PitchTrim Failure

Indication: Red boxed PTRM on PFD
NOTE
Loss of the electric pitch trim servo will not cause
the autopilot to disconnect. Monitor pitch attitude
for unusual behavior. Be alert to possible autopilot
out-of-trim conditions (see AUTOPILOT OUT OF
TRIM procedure this section) and expect residual
control forces upon disconnect. The autopilot will
not re-engage after disconnect with failed pitch
trim.
Autopilot.................................................................................... DISCONNECT
Electric Pitch Trim Runaway

Indication: An unexpected pitch deviation from the desired flight path
and red PTRM annunciation
WARNING
Do not press the LVL switch (if installed) if an
autopilot or pitch trim malfunction is suspected.
NOTE
After the autopilot is disengaged, it can not be
re-engaged until the electric pitch trim system
regains functionality.
Control Wheel......................................................................GRASP FIRMLY
Attitude Indicators..................................................................CROSSCHECK
A/P DISC Switch......................................................... DEPRESS and HOLD
PITCH TRIM Circuit Breaker (Row 3, Col. 1).....................................PULL
Pitch Trim................................................................. RETRIM MANUALLY

SECTION 3
Autopilot Overspeed Recovery

Indication: MAXSPD annunciation at the top of the PFD airspeed
tape
This autopilot mode is active whenever the aircraft actual or projected
airspeed exceeds VNE.
THROTTLE..........................................................REDUCE POWER as required
Autopilot Pitch Reference..........................................RESET to slow the aircraft
Autopilot.......................................................................DISCONNECT if required
NOTE
Overspeed recovery mode provides a pitch up
command (to a maximum level flight altitude) to
decelerate the airplane below VNE. The autopilot
must be engaged for it to follow the pitch-
up commands of the flight director. Overspeed
recovery is not active in altitude hold (ALT),
glideslope (GS) or glidepath (GP) modes. The
speed reference cannot be adjusted while in
overspeed recovery mode.
Autopilot Underspeed Recovery

Indication: MINSPD annunciation at the top of the PFD airspeed
tape and USP ACTIVE annunciation on PFD
This autopilot mode is active whenever the autopilot is engaged and the
airspeed has decreased below a minimum threshold.
THROTTLE................................................INCREASE POWER as required

Flaps Position..........................................................................CONSIDER
Landing Gear Position............................................................CONSIDER

3-43
SECTION 3
Autopilot Out-Of-Trim
Indication: Amber,ß AIL, AIL à, áELE, or â ELE on PFD
CAUTION
Do not attempt to overpower the autopilot in
the event of a mistrim. The autopilot servos will
oppose pilot input and will trim opposite the
direction of pilot input (pitch axis only). This
could lead to a significant out-of-trim condition.
Disconnect the autopilot using the A/P DISC /
TRIM INTER switch if manual control is desired.
If AIL à or ß AIL annunciation.......................... Verify SLIP/SKID

. INDICATOR centered.
If á ELE or â ELE annunciation..................... Suspect elevator trim issue
Control Wheel........................................... GRASP FIRMLY with both hands
CAUTION
Be prepared to apply a sustained control force
in the direction of the annunciation arrow. For
example, an arrow pointing to the right with AIL
annunciation indicates that sustained right wing
down control wheel force will be required upon
autopilot disconnect.
AP DISC Switch.............................................................................. DEPRESS
Affected trim system..................................................................... RETRIM
Autopilot............................................................. RE-ENGAGE if available
If the mistrim indication re-occurs, disconnect the autopilot for the

remainder of the flight or until the offending condition is resolved.

3-44
SECTION 3
Abnormal Flight Director Mode Transitions

Indication: Flashing lateral or vertical mode annunciations on PFD
NOTE
Upon loss of a selected mode, the system will
revert to the default mode for the affected axis,
either ROL or PIT.
Loss of selected vertical mode
Autopilot Mode Controls....... SELECT ANOTHER VERTICAL MODE
If on an instrument approach:
Autopilot..................................................DISCONNECT (if coupled) and
continue manually or execute
missed approach
Loss of selected lateral mode
Autopilot Mode Controls.........SELECT ANOTHER LATERAL MODE
If on an instrument approach:
Autopilot..................................................DISCONNECT (if coupled) and
continue manually or execute
missed approach
Autopilot Preflight Test Failure

Indication: Red Boxed PFT on PFD
AUTOPILOT Circuit Breaker (Row 3, Col. 2).....................................PULL
PITCH TRIM Circuit Breaker (Row 3, Col. 1).....................................PULL
AUTOPILOT and PITCH TRIM Circuit Breakers............................ RESET
simultaneously
NOTE
When the AUTOPILOT circuit breaker is pulled,
the red PFT annunciation will be removed and
the autopilot will be unavailable. One attempt at
resetting the circuit breakers is allowed.

3-45
SECTION 3
Loss Of Navigation Information

Indication: Amber VOR, VAPP, GPS, BC, LOC or GS flashing on
PFD
NOTE
If a navigation signal is lost while the autopilot is
tracking it, the autopilot will roll the aircraft wings
level and default to roll mode (ROL).
Autopilot....................................... SELECT ANOTHER LATERAL MODE
Nav Source............................................SELECT A VALID NAV SOURCE
Autopilot....................................................................................SELECT NAV
If on an instrument approach at the time the navigation signal is lost:
Missed Approach............................................................................EXECUTE
(A second approach may be attempted using other navaids.)

3-46
SECTION 3
Cooling Fan Failures

Indication: CAS Advisory, Single Chime, AV FAN FAIL / PFD FAN FAIL
/ MFD FAN FAIL
If failure occurs on ground:

Do not fly until issue is resolved.
If failure occurs in flight:

Fix issue prior to next flight.
When any of these CAS messages illuminate, it is possible to exceed
the manufacturer’s specified temperature limits for the affected equipment.
The avionics fan (AV FAN FAIL advisory CAS message) supplies cooling
air to the transponder and GIA. Displays may automatically dim if excessive
temperatures are detected.
Pitot Heat
Indication: Master Caution, No Chime, PITOT HEAT OFF
PITOT HEAT Switch......................................................... ON (If desired)
Indication: Master Caution, Double Chime, PITOT HEAT FAIL
PITOT HEAT Switch...........................................................................OFF

PITOT HEAT Circuit Breaker (Row 2, Col. 2).............................RESET
PITOT HEAT Switch............................................................................ ON
If Pitot Heat still inoperative:

Exit and Avoid Instrument Meteorological Conditions.
To aviod damage to the Pitot heating units, continuous ground operation
should be limited to no longer than 3 minutes. See Section 7 for additional
information.

3-47
SECTION 3
3.5l Hydraulic Pump Failures
Hydraulic Pump Failures

Hydraulic pump will not deactivate:
Indication: Master Caution, Double Chime, HYDR PUMP ON
GEAR PUMP Circuit Breaker (Row 2, Col. 12)..............................PULL

Prior to landing:
GEAR PUMP Circuit Breaker (Row 2, Col. 12)............................RESET
If GEAR PUMP Circuit Breaker Opens:
Complete Manual Extension of Landing Gear checklist
Hydraulic pump will not activate:

Indication: Gear Position Indications remain in current position
GEAR......................................................... RETURN to Original Position
GEAR PUMP Circuit Breaker (Row 2, Col. 12)............................RESET
GEAR...................................................................................... RESELECT
If landing gear remains up (prior to landing):

Complete Manual Extension of Landing Gear checklist
If landing gear remains down:

Airspeed..........................................REMAIN BELOW VLE (140 KIAS)

3-48
SECTION 3
3.5m Starter Engaged
Starter Engaged
Indication: Master Warning, Triple Chime, L START ENGD / R START ENGD
If on the ground:
THROTTLE................................................................................REDUCE
ENG START Circuit Breaker (Row 1, Col. 12)...............................PULL
ENGINE............................................................................... SHUTDOWN
If in flight:
THROTTLE................................................................................REDUCE
ENG START Circuit Breaker (Row 1, Col. 12)...............................PULL
3.5n Spin Recovery (Intentional Spins Prohibited)
Spin Recovery
WARNING
Intentional Spins Prohibited.
NOTE
Federal Aviation Administration Regulations do
not require spin demonstration of multi-engine
airplanes; spin tests have not been conducted. The
recovery technique presented is based on the best
available information.
Throttles...................................................................................... CLOSED
Rudder.....................................................................FULL OPPOSITE TO
DIRECTION OF SPIN
Control wheel...............................................................FULL FORWARD
Ailerons.................................................................................... NEUTRAL
Rudder...................................................................... NEUTRALIZE when
rotation stops
Control wheel............................................ SMOOTH BACK PRESSURE
to recover from dive

3-49
SECTION 3
3.5o Open Door
Open Door
To close the door in flight:

Airspeed................................................... REDUCE to less than 82 KIAS
Cabin Vents.................................................................................... CLOSE
Storm Window................................................................................. OPEN
Upper latch (if open) ............................................................ CLOSE latch
Lower latch (if open).............................................PULL on armrest while
closing latch
If both latches open ......................... CLOSE lower latch then upper latch
If both upper and lower latches are open, the door will trail slightly open
and airspeeds will be reduced slightly.
3.5p Propeller Overspeed
Propeller Overspeed
THROTTLE (Affected Engine)..................................................RETARD
PROPELLER (Affected Engine)................. DECREASE (do not feather)
OIL PSI (Affected Engine)........................................................... CHECK
Airspeed......................................................................................REDUCE
THROTTLE (Affected Engine)....................... AS REQUIRED to remain
below 2700 rpm
Propeller overspeed is usually caused by a malfunction in the propeller

governor which allows the blades to rotate to full low pitch.

SECTION 3
3.5q Emergency Descent
Emergency Descent
THROTTLES..............................................................................CLOSED
PROPELLERS............................................................ FULL INCREASE
MIXTURES.....................................................................AS REQUIRED
GEAR (Below 140 KIAS).............................................................DOWN
Airspeed.....................................................................................140 KIAS
3.5r Emergency Exit
Emergency Exit
Thermoplastic Cover................................................................. REMOVE
Emergency Exit Handle.............................................. PULL FORWARD
Window...................................................................................PUSH OUT
3.5s Heater Overheat
Heater Overheat
Indication: Master Warning, Triple Chime, HTR OVRHEAT
CABIN HEAT......................................................................................OFF
An overheat switch in the heater unit deactivated the heater. See

Section 7 for additional information.

3-51
SECTION 3
3.5t Carbon Monoxide CAS Indications
CO Detector Warning
Indication: Master Warning, Triple Chime, CO LVL HIGH

If the CO Detector Warning or Caution activates in flight:
Press the CO RST softkey (on the engine page) to reset the CO Detector.
If the Warning or Caution continues:

Shut off the heater and any other opening to the engine compartment.
Open a fresh air source immediately.

Don’t smoke.

Be sure the source of the contamination is corrected before further flight.
NOTE
The caution CAS message will remain until the
CO level drops below 50 parts per million (PPM)
by volume of carbon monoxide concentration. Do
not recycle the unit through the circuit breaker. A
three-minute delay is required for the CO sensor to
stabilize after each power-up.

SECTION 4
PA-44-180, SEMINOLE NORMAL PROCEDURES
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.1 General..................................................................................... 4-1

4.3 Airspeed for Safe Operation..................................................... 4-2
4.5 Normal Procedures Check List................................................ 4-3
4.5a Preflight Check.................................................................... 4-4
4.5b Before Starting Engine........................................................ 4-8
4.5c Engine Start Checklists........................................................ 4-9
4.5d Warm-Up Checklist............................................................. 4-13
4.5e Taxiing Checklist................................................................. 4-14
4.5f Ground Check Checklist...................................................... 4-14
4.5g Before Takeoff Checklist.................................................... 4-16
4.5h Takeoff Checklist................................................................ 4-17
4.5i Climb Checklist................................................................... 4-18
4.5j Cruise Checklist................................................................... 4-19
4.5k Descent Checklist................................................................ 4-21
4.5l Approach and Landing Checklist........................................ 4-22
4.5m Go-Around Checklist........................................................... 4-25
4.5n After Landing Checklist...................................................... 4-25
4.5o Stopping Engine Checklist.................................................. 4-26
4.5p Mooring Checklist............................................................... 4-27
4.5q Vsse Intentional One Engine Inoperative Speed................ 4-27

4-i
REVISED: July 2, 2018
SECTION 4
NORMAL PROCEDURES PA-44-180, SEMINOLE

SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.5r Vmca - Air Minimum Control Speed................................. 4-28

4.5s Practice One Engine Inoperative Flight.............................. 4-29
4.5t Noise Level.......................................................................... 4-29
4.5u Stalls.................................................................................... 4-30

4-ii
SECTION 4
Section 4
Normal Procedures
4.1 General
This section provides the normal operating procedures for the PA-44-180,
Seminole airplane. All normal operating procedures required by FAA regulation,
as well as those deemed necessary for normal operation of the airplane are
presented.
This section provides checklists for all normal operating procedures, using a
simple action - reaction format, with little emphasis on system operation. These
checklists should be used during normal ground and flight operations.
When appropriate, additional information is provided immediately below

the checklist, providing more detailed information related to that procedure.
In order to operate the airplane in a safe and efficient manner, pilots should
familiarize themselves with the both the checklists and amplified procedures.
Normal operating procedures associated with optional systems and

equipment, which require handbook supplements, are presented in Section 9,
Supplements.

4-1
SECTION 4
4.3 Airspeeds for Safe Operations

The following airspeeds are for standard airplanes flown at gross weight
under standard conditions at sea level.
Performance for a specific airplane may vary from published figures
depending upon the equipment installed, the condition of the engine, airplane and
equipment, atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed (Vy).............................................. 88 KIAS
(b) Best Angle of Climb Speed (Vx)............................................ 82 KIAS
(c) Maximum Operating Maneuvering
Speed (Vo)..................................... 135 KIAS (115 KIAS @ 2870 LB)
See Airspeed Limitations Section 2.3
(d) Maximum Flap Speed........................................................... 111 KIAS
(e) Landing Final Approach Speed (Flaps 40 degrees)
Short Field Effort.................................................................... 75 KIAS
(f) Intentional One Engine Inoperative Speed (Vsse)................. 82 KIAS
(g) Maximum Demonstrated Crosswind Velocity........................ 17 KIAS

4-2
SECTION 4
WALK-AROUND
Figure 4-1
4.5 Normal Procedures Checklist

The airplane should be given a thorough preflight and walk-around
check. The preflight should include a check of the airplane’s operational
status, computation of weight and C.G. limits, takeoff distance and in-flight
performance. A weather briefing should be obtained for the intended flight
path, and any other factors relating to a safe flight should be checked before
takeoff.

4-3
SECTION 4
4.5 Normal Procedures Checklist (continued)

4.5a Preflight Checklists
COCKPIT
Control Wheel....................................................................release restraints
Flight Controls.......................................................FREE AND CORRECT
PARK BRAKE......................................................................................SET
Static System.................................................................................... DRAIN
Alternate Static Source................................................................. CLOSED
LEFT/RIGHT ENG MAG Switches..................................................... OFF
LEFT/RIGHT FUEL PUMP Switches................................................. OFF
GEAR .............................................................................................. DOWN
THROTTLES.......................................................................................IDLE
MIXTURES................................................................................. CUT-OFF
COWL FLAPS................................................................................... OPEN
Stabilator & Rudder Trim.......................................................... NEUTRAL
FUEL Selectors....................................................................................... ON
All Electrical Switches.......................................................................... OFF
BATT MASTR Switch........................................................................... ON
FUEL QTY Indications................................................................... CHECK
Gear Position Indications............................................................. 3 GREEN
BATT MASTR Switch......................................................................... OFF
Emergency Exit............................................................................... CHECK
FLAPS...........................................................................................EXTEND
Windows............................................................................... check CLEAN
Required Papers............................................................ check ON BOARD
POH............................................................................... check ON BOARD
Baggage .................................................... STOW PROPERLY - SECURE
CAUTION
If the emergency exit is unlatched in flight, it may
separate and damage the exterior of the airplane.
Set the parking brake by first depressing and holding the toe brake
pedals and then pulling out the PARK BRAKE knob. The static drains are
located on the lower left sidewall adjacent to the pilot.

4-4
SECTION 4
4.5 Normal Procedures Checklist (continued)

4.5a Preflight Checklists (continued)
RIGHT WING
Fuel Sump Drains............................................................................ DRAIN
Surface Condition................................ CLEAR of ICE, FROST & SNOW
Flap and Hinges.............................................................................. CHECK
Aileron, Hinges & Freedom of Movement..................................... CHECK
Static Wicks.................................................................................... CHECK
Wing Tip and Lights....................................................................... CHECK
Scupper Drain..................................................................................CLEAR
Fuel Tank Vent................................................................................CLEAR
Tie Down.....................................................................................REMOVE
Nacelle Fuel Filler Cap...............................................CHECK & SECURE
Engine Oil & Cap.......................................................CHECK & SECURE
Propeller & Spinner........................................................................ CHECK
Air Inlets..........................................................................................CLEAR
Cowl Flap Area............................................................................... CHECK
Main Gear Strut....................................................... PROPER INFLATION
(2.60 ±0.25 in.)
Main Wheel Tire............................................................................. CHECK
Brake, Block & Disc....................................................................... CHECK
Chock...........................................................................................REMOVE
Eight quarts of oil are required for maximum range flights.

4-5
SECTION 4
NOSE SECTION
General Condition........................................................................... CHECK
Windshield...................................................................................... CLEAN
Battery Vents...................................................................................CLEAR
Landing Lights................................................................................ CHECK
Heater Air Inlet................................................................................CLEAR
Chock...........................................................................................REMOVE
Nose Gear Strut....................................................... PROPER INFLATION
(2.70 +/- 0.25 in.)
Nose Wheel Tire............................................................................. CHECK
LEFT WING
Main Gear Strut....................................................... PROPER INFLATION
(2.60 +/- 0.25 in.)
Main Wheel Tire............................................................................. CHECK
Brake, Block & Disc....................................................................... CHECK
Chock...........................................................................................REMOVE
Cowl Flap Area............................................................................... CHECK
Nacelle Fuel Filler Cap...............................................CHECK & SECURE
Engine Oil & Cap.......................................................CHECK & SECURE
Propeller & Spinner........................................................................ CHECK
Air Inlets..........................................................................................CLEAR
Scupper Drain..................................................................................CLEAR
Fuel Tank Vent................................................................................CLEAR
Tie Down.....................................................................................REMOVE
Stall Warning Vanes....................................................................... CHECK
Pitot/ Static Head.............................................................................CLEAR
Wing Tip and Lights....................................................................... CHECK
Aileron, Hinges & Freedom of Movement..................................... CHECK
Flap and Hinges.............................................................................. CHECK
Eight quarts of oil are required for maximum range flights.

4-6
SECTION 4
FUSELAGE (LEFT SIDE)

Emergency Exit............................................................................... CHECK
Antennas.......................................................................................... CHECK
Fresh Air Inlet..................................................................................CLEAR
EMPENNAGE
Stabilator, Trim Tab & Freedom of Movement............................. CHECK
Rudder, Trim Tab & Freedom of Movement................................. CHECK
Tie Down.....................................................................................REMOVE
FUSELAGE (RIGHT SIDE)

Baggage Door..................................................CLOSED AND LATCHED
Cabin Door...................................................................................... CHECK
MISCELLANEOUS
FLAPS.........................................................................................RETRACT
Interior Lighting (Night Flight)........................................... ON & CHECK
CAUTION
Care should be taken when checking the heated
pitot head. The unit becomes very hot. Ground
operation should be limited to 3 minutes maximum
to avoid damaging the heating elements.
PITOT HEAT Switch............................................................................. ON
Exterior Lighting Switches.................................................. ON & CHECK
Pitot/Static Head.............................................................CHECK - WARM
PITOT HEAT Switch........................................................................... OFF
All Lighting Switches........................................................................... OFF
Passengers.......................................................................................BOARD

4-7
SECTION 4
4.5b Before Starting Engine Checklists
BEFORE STARTING ENGINE

Preflight Check.....................................................................COMPLETED
Flight Planning......................................................................COMPLETED
Cabin Door................................... CLOSE & LATCH (Lower then Upper)
Seats.................................................................... ADJUSTED & LOCKED
Seatbelts and Harness....................................................FASTEN/ADJUST
CHECK INERTIA REEL
PARK BRAKE......................................................................................SET
GEAR .............................................................................................. DOWN
THROTTLES.......................................................................................IDLE
PROPELLERS............................................................... FULL INCREASE
MIXTURES................................................................................. CUT-OFF
Friction Handle......................................................................AS DESIRED
ALT-AIR.......................................................................................... CLOSE
COWL FLAPS................................................................................... OPEN
Stabilator & Rudder Trim......................................................................SET
LEFT/RIGHT ALTR Switches.....ON (OFF, if external power connected)
EMERG BATT....................................................................................ARM
E VOLTS Indication............................................ 23.3 VOLTS (minimum)
AVION MASTER Switch.................................................................... OFF
STROBE LIGHTS.................................................................FIN STROBE
All Other Electrical Switches............................................................... OFF
CABIN HEAT Switch.......................................................................... OFF
Circuit Breakers.............................................................................. CHECK
Proceed with appropriate Engine Start Checklist.
NOTE
The EMERG BATT should remain ON after
checking for proper bus operation, allowing the
PFD to remain powered for engine start. Avoid
delays between this check and engine starting to
preserve emergency battery power.
If the E VOLTS indication is less than 23.3 VOLTS, the voltage should
be checked again at the end of the GROUND CHECK checklist (after being
charged for some time by the primary electrical system). If E VOLTS is still
less than 23.3 volts, determine the cause and correct the issue prior to flight.

SECTION 4
4.5c Engine Start Checklists
ENGINE START - GENERAL
WARNING
The L START ENGD or R START ENGD
warning CAS message will illuminate after
30 seconds of continuous engine cranking. If
the CAS message illuminates after the engine
is running, stop the engine and determine the
cause.
NOTE
When starting at ambient temperatures +20°F and
below, operate first engine started with alternator
ON (at max charging rate not to exceed 1500
RPM) for 5 minutes minimum before initiating
start on second engine.
NOTE
Starter manufacturer recommends starter cranking
periods be limited to 10 seconds with a 20 second
rest period between cranking attempts. Maximum
of 6 start periods allowed. If a start is not achieved
on sixth attempt allow starter to cool for 30
minutes before attempting additional starts. Do not
engage the starter immediately after releasing it.
This practice may damage the starter mechanism.

4-9
SECTION 4
4.5c Engine Start Checklists (continued)
NORMAL START - COLD ENGINE

CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
THROTTLES....................................................................... 1/4 inch OPEN
*FUEL PUMP........................................................................................ ON
*MAG LEFT/RIGHT Switches............................................................. ON
*MIXTURE........................................................ PRIME - then CUT-OFF
*Propeller Area...............................................................................CLEAR
*ENG START............................................................................. ENGAGE
*MIXTURE............................................................................. ADVANCE
*THROTTLE .................................................ADJUST WHEN ENGINE
STARTS TO 1000 RPM
*OIL PSI........................................................................................ CHECK
Repeat above procedure (*) for second engine start
VOLTS............................................................................................ CHECK
ALTR AMPS.................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF
When the engine starts, adjust the throttle and monitor the oil pressure.
If no oil pressure is indicated within 30 seconds, shut down the engine and
have it checked. In cold weather it may take somewhat longer for an oil
pressure indication.

SECTION 4
NORMAL START - HOT ENGINE

*MIXTURE................................................................................ CUT-OFF
*FUEL PUMP........................................................................................ ON
*ENG START............................................................................. ENGAGE
*MIXTURE............................................................................. ADVANCE
*THROTTLE........................................................ADJUST to LOW RPM
*OIL PSI........................................................................................ CHECK
If engine does not start, add small amount of prime and repeat above.
VOLTS............................................................................................ CHECK
ALTR AMPS.................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF

4-10a
SECTION 4
ENGINE START - COLD WEATHER (BELOW 10°F)

WARNING
Ensure all magneto (MAG LEFT/RIGHT) and
master switches (BATT MASTR) are OFF and
mixture controls are in cut-off before turning
propeller manually.
If available, preheat should be considered. Rotate each propeller
through 10 blades manually during preflight inspection.
LEFT/RIGHT ALTR Switches..............................................VERIFY OFF
External Power (24-28 VDC source).........................................CONNECT
*FUEL PUMP........................................................................................ ON
*MIXTURE........................................................ PRIME - then CUT-OFF
*ENG START............................................................................. ENGAGE
*MIXTURE............................................................................. ADVANCE
*OIL PSI........................................................................................ CHECK
If engine does not start, add prime and repeat above.

THROTTLES.................................................. LOWEST POSSIBLE RPM
External Power.................................................................... DISCONNECT
LEFT/RIGHT ALTR Switches............................................................... ON
VOLTS............................................................................................ CHECK
ALTR AMPS ................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF

4-10b REVISED: April 2, 2020
SECTION 4
ENGINE START - COLD WEATHER (BELOW 10°F) (continued)
After engine start and the throttle is set as desired, the oil pressure
should be checked for a positive indication. If no oil pressure is indicated
within 30-seconds, shut down the engine and have it checked. In cold
weather it may take somewhat longer for an oil pressure indication.
NOTE
ON (not to exceed 1500 RPM) for 5 minutes
minimum before initiating start on second engine.
ENGINE START WHEN FLOODED

THROTTLES.......................................................................... OPEN FULL
PROPELLERS...............................................................FULL FORWARD
MIXTURES................................................................................. CUT-OFF
*FUEL PUMP...................................................................................... OFF
*ENG START............................................................................. ENGAGE
*MIXTURE............................................................................. ADVANCE
*THROTTLE...............................................................................RETARD
*OIL PSI........................................................................................ CHECK

VOLTS............................................................................................ CHECK
ALTR AMPS.................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF

4-11
SECTION 4
ENGINE START WITH EXTERNAL POWER SOURCE

ALTR LEFT/RIGHT.............................................................VERIFY OFF
NOTE
The EMERG BATT switch may remain in ARM
while using external power. The emergency bus
does not receive power from external power.
External Power (24-28 VDC source).........................................CONNECT
*FUEL PUMP......................................................................................... ON
*MAG LEFT/RIGHT Switches.............................................................. ON
*MIXTURE......................................................... PRIME - then CUT-OFF
*Propeller Area................................................................................CLEAR
*ENG START.............................................................................. ENGAGE
*MIXTURE.............................................................................. ADVANCE
*THROTTLE....................................................ADJUST WHEN ENGINE
STARTS TO 1000 RPM
*OIL PSI......................................................................................... CHECK

External Power.................................................................... DISCONNECT
ALTR LEFT/RIGHT Switches............................................................... ON
VOLTS............................................................................................ CHECK
ALTR AMP.................................................................................... CHECK
FUEL PUMPS...................................................................................... OFF

SECTION 4
4.5d Warm-Up Checklist
WARM-UP
THROTTLES.................................................................1000 to 1200 RPM
BEFORE TAXIING
External Power Source............................................. VERIFY REMOVED
BATT MASTR Switch........................................................... VERIFY ON
FUEL Selectors....................................ON, BOTH XFEED (30 SEC), ON
AVION MASTER Switch...................................................................... ON
MFD splash screen..............................................Verify Database Currency
FUEL Totalizer...............................FOB SYNC or ENTER MANUALLY
CAS Messages................................... CONSIDER ANY ILLUMINATED
PFD Annunciations............................ CONSIDER ANY ILLUMINATED
System Messages (Messages Softkey)........................................... Consider
TRAFFIC (if installed)....................................................................... TEST
ANN Test Softkey............................................................................. PRESS
CAUTION
Adjust headset volume to hear the STALL..STALL
voice alert at an acceptable level. This will ensure
all aural alerts and tones will be audible through
the headset.
Standby Flight Instrument............................ VERIFY ON with no red X’s
or failure annunciations
Altimeters (Standby and PFD)...............................................................SET
Lights................................................................................. AS REQUIRED
CABIN HEAT.......................................................................AS DESIRED
Radios..................................................................................CHECK & SET
Autopilot...................................................Verify Preflight Self-Test (PFT)
completed and disconnect tone heard.
FUEL Selectors....................................................................... VERIFY ON
Passenger Briefing...................................................................COMPLETE
PARK BRAKE........................................................................... RELEASE
To test the traffic system (if installed), the ADS-B softkey on the Map -
Traffic Map page on the MFD must be selected off. The ANN Test softkey
is located on the Aux-System Status page of the MFD.

4-13
SECTION 4
4.5e Taxiing Checklist
TAXIING
Taxi Area.........................................................................................CLEAR
THROTTLES................................................................. APPLY SLOWLY
Brakes.............................................................................................. CHECK
Steering........................................................................................... CHECK
Instruments...................................................................................... CHECK
NOTE
During taxi, if the VOLTS indication decreases
into the warning range, increase engine RPM (if
possible) to retain adequate battery charging.
4.5f Ground Check Checklist
GROUND CHECK
PARK BRAKE......................................................................................SET
MIXTURES............................................................................. FULL RICH
Engine Instruments......................................................................... CHECK
THROTTLES.............................................................................. 1500 RPM
PROPELLERS (Max. Drop - 500 RPM).................FEATHER - CHECK
THROTTLES.............................................................................. 2000 RPM
LEFT/RIGHT MAG (Max. Drop - 175 RPM:
Max. Diff. - 50 RPM)................................................................ CHECK
ALT-AIR......................................................................................... CHECK
THROTTLES.............................................................................. 2200 RPM
PROPELLERS (Max. Drop - 300 RPM).................................EXERCISE
THROTTLES (550 to 650 RPM).......................................IDLE - CHECK
FUEL PUMPS........................................................................................ ON
THROTTLES.............................................................................. 1000 RPM
Friction Handle......................................................................................SET

SECTION 4
4.5f Ground Check Checklist (continued)
If E VOLTS indication less than 23.3 VOLTS during BEFORE

STARTING ENGINE checklist:
EMERG BATT Switch ........................................................... Verify ARM
AVION MASTER Switch ................................................................... OFF
ALTR LEFT / RIGHT Switches ......................................................... OFF
BATT MASTR Switch ........................................................................ OFF
E VOLTS lndication ...........................................23.3 VOLTS MINIMUM
If E VOLTS less than 23.3 VOLTS, determine cause and correct issue
prior to flight.
If E VOLTS greater than or equal to 23.3 VOLTS:

BATT MASTR Switch .......................................................................... ON
ALTR LEFT / RIGHT Switches ........................................................... ON
AVION MASTER Switch ..................................................................... ON
Operation of an engine on one magneto should be kept to a minimum.

4-15
SECTION 4
4.5f Ground Check Checklist (continued)

The governor can be checked by retarding the propeller control until
a drop of 100 RPM to 200 RPM appears, then advancing the throttle to
get a slight increase in manifold pressure. The propeller speed should stay
the same when the throttle is advanced, indicating proper function of the
governor.
Alternate air should also be checked prior to takeoff to be sure the
control is operating properly. Avoid prolonged ground operation with
alternate air OPEN as the air is unfiltered.
4.5g Before Takeoff Checklist
BEFORE TAKEOFF
Flight Controls..........................................................FREE and CORRECT
Flight Instruments........................................................................... CHECK
FUEL QTY............................................................................ SUFFICIENT
ALT-AIR.......................................................................................... CLOSE
COWL FLAPS................................................................................... OPEN
FLAPS.................................................................................CHECK & SET
Stabilator and Rudder Trims..................................................................SET
Transponder....................................................................... AS REQUIRED
FUEL PUMPS........................................................................................ ON
PITOT HEAT..................................................................... AS REQUIRED
STROBE LIGHTS.................................................................................. ON
Door......................................................... LATCHED (Lower then Upper)
CAUTION
Prior to takeoff with autopilot on, verify that the
autopilot servos are disengaged and that flight
controls move freely.

SECTION 4
4.5h Takeoff Checklist

CAUTION
Fast taxi turns immediately prior to takeoff should
be avoided to prevent unporting fuel feed lines.
NOTE
Adjust mixture prior to takeoff at high elevations.
Do not overheat engines. Adjust mixture only
enough to obtain smooth engine operation.
NORMAL TAKEOFF
FLAPS............................................................................................ 0° to 10°
Stabilator and Rudder Trim.................................................... CHECK SET
Power........................................................ 2700 RPM, FULL THROTTLE
Rotate Speed.................................................................................. 75 KIAS
Climb Speed................................................................................... 88 KIAS
GEAR.......................................................................................................UP
FLAPS......................................................................................................UP
NOTE
TAS aural alerts will be muted when GPS altitude
is lower than ~ 400 FT AGL.
Takeoff should not be attempted with ice or frost on the wings. Takeoff
distances and 50-foot obstacle clearance distances are shown on charts in the
Performance Section of this Handbook. The performance shown on charts
will be reduced by uphill gradient, tailwind component, soft, wet, rough or
grassy surface, or poor pilot technique.

4-17
SECTION 4
4.5h Takeoff Checklist (continued)
0° FLAP, SHORT FIELD PERFORMANCE TAKEOFF

FLAPS......................................................................................................UP
Stabilator and Rudder Trim.................................................... CHECK SET
Brakes.................................................................................................HOLD
Power........................................................ 2700 RPM, FULL THROTTLE
MIXTURE..................................... FULL RICH (or SET for ALTITUDE)
Brakes.......................................................................................... RELEASE
Rotate Speed.................................................................................. 70 KIAS
Obstacle Clearance Speed.............................................................. 82 KIAS
GEAR (with positive rate of climb)........................................................UP
Climb Speed (past obstacles)......................................................... 88 KIAS
NOTE
Gear warning horn will sound when landing gear
is retracted with flaps extended beyond first notch.
When a short field effort is required, the safest technique is to use

flaps up (0°). In the event of an engine failure, the airplane will be in the
best configuration to maintain altitude immediately after the gear is raised.
Refer to Section 5 of this handbook for short field performance data.
4.5i Climb Checklist
MAXIMUM PERFORMANCE CLIMB

Best Rate (Flaps Up)...................................................................... 88 KIAS
Best Angle (Flaps Up)................................................................... 82 KIAS
COWL FLAPS................................................................................... OPEN
FUEL PUMPS........................................................................................ ON

4-18
SECTION 4
4.5i Climb Checklist (continued)
CRUISE CLIMB (4.25b)

MIXTURE............................................................................... FULL RICH
Power ................................................................................................... 75%
Climb Speed ................................................................................ 105 KIAS
COWL FLAPS .........................................................................As Required
FUEL PUMPS........................................................................................ ON
After attaining an altitude for adequate terrain and obstacle clearance, a

cruise climb speed of 105 KIAS or higher is recommended. The combination
of reduced power and increased climb speed provides better engine cooling,
less engine wear, reduced fuel consumption, lower cabin noise level, and
better forward visibility. When reducing engine power, the throttles should
be retarded first, followed by the propeller controls. Consistent operational
use of cruise climb power settings is strongly recommended since this
practice will make a substantial contribution to fuel economy, increased
engine life, and will reduce the incidence of premature engine overhauls.
4.5j Cruise Checklist
CRUISING
Reference performance charts and Lycoming Operator’s Manual.
Power.............................................................SET per Power Setting Chart
FUEL PUMPS...................................................................................... OFF
MIXTURES...................................................................................ADJUST
COWL FLAPS..........................................................................As Required
TRIM.........................................................................................As Required
WARNING
Flight in icing conditions is prohibited. If
icing is encountered, select alternate air and
take immediate action to exit icing conditions.
Ensure PITOT HT is ON. Monitor engines
and select ALT-AIR OPEN if roughness or
power loss is experienced. Icing is hazardous
due to greatly reduced performance, loss of
forward visibility, possible longitudinal control
difficulties and impaired power plant and fuel
system operation.

4-19
SECTION 4
4.5j Cruise Checklist (continued)
CRUISING (continued)
Use of the mixture control in cruising flight reduces fuel consumption
significantly, especially at higher altitudes. The mixture should be leaned
during cruising operation above 5000 ft. altitude and at pilot’s discretion at
lower altitudes when 75% power or less is being used. If any doubt exists as
to the amount of power being used, the mixture should be in the full RICH
position for all operations under 5000 feet. To lean the mixture, pull the
mixture control aft.
Best economy mixture is obtained by moving the mixture control aft
until peak EGT is reached. Performance Cruise mixture is obtained by
leaning to peak EGT and then enrichening until the EGT is 125°F rich of
the peak value. Under some conditions of altitude and throttle position, the
engine may exhibit roughness before peak EGT is reached. If this occurs,
the EGT corresponding to the onset of engine roughness should be used as
the peak reference value.
For maximum service life, cylinder head temperature should be
maintained below 435°F during high performance cruise operation and
below 400°F during economy cruise operation. If cylinder head temperatures
become too high during flight, reduce them by enriching the mixture, by
opening cowl flaps, by reducing power, or by use of any combination of
these methods.
The pilot should monitor weather conditions while flying and should
be alert to conditions which might lead to icing. If induction system icing is
expected, place the ALT-AIR control in the OPEN position.
The LEFT ALTR amd RIGHT ALTR switches should be ON for
normal operation. Certain regulator failures can cause the alternator output
voltage to increase uncontrollably. To prevent damage, overvoltage relays
will automatically shut off the alternator(s). The CAS Warning messages L
ALTR FAIL and R ALTR FAIL will warn of this tipped condition.
Alternator outputs will vary with the electrical equipment in use and the
state of charge of the battery. ALTR AMPS should not exceed 60 amperes
on the ground or 65 amperes in flight. The VOLTS indication will flash red
if bus voltage drops below minimum requirements.
IFR operation is not recommended with a single alternator.

SECTION 4
Since the Seminole has one fuel tank per engine, it is advisable to
feed the engines symmetrically during cruise so that the same approximate
amount of fuel will be left in each side for the landing. The crossfeed
(XFEED) can be used to balance FUEL QTY, if necessary.
During flight, keep account of time and fuel used in connection with
power settings to verify the accuracy of the fuel flow and fuel quantity
gauging systems.
There are no mechanical uplocks in the landing gear system. If the
hydraulic system malfunctions, the landing gear will free-fall to the gear
down position. True airspeed with gear down is approximately 75% of the
gear retracted airspeed for any given power setting. Allowances for the
reduction in airspeed and range should be made when planning extended
flight between remote airfields or flight over water.
4.5k Descent Checklist
DESCENT
MIXTURE...............................................................ADJUST with Descent
THROTTLES............................................................................As Required
When power is reduced for descent, the mixtures should be enriched as

altitude decreases. The propellers may be left at cruise setting; however, if
the propeller speed is reduced, it should be done after the throttles have been
retarded. Cowl flaps should normally be closed to keep the engines at the
proper operating temperature.

4-21
SECTION 4
4.5l Approach and Landing Checklist

Approach and Landing
Seat Backs........................................................................................ ERECT
Seat Belts, Harnesses................................................................ADJUSTED
FUEL PUMPS........................................................................................ ON
GEAR (Below 140 KIAS)............................................................... DOWN
Nacelle Mirror............................................ CHECK NOSE GEAR DOWN
ALT-AIR............................................................................ AS REQUIRED
Autopilot................................................. Disconnect (above 200 FT AGL)
NOTE
NOTE
The HSI will auto-slew during CDI transitions to
LOC, LOC BC, LDA, or SDF approaches if the
approach is activated in the G1000 system. The
pilot should always double check the inbound
course pointer prior to initiating a VHF NAV
approach.
During the approach for a landing, the CHECK GEAR aural alert may
sound. The mutable CHECK GEAR is triggered when the gear is not down
and locked and manifold pressure(s) is less than 14 in Hg. The non-mutable
CHECK GEAR is triggered when the landing gear is not down and locked
and flaps are extended beyond the first notch. The severity of the CHECK
GEAR CAS message is determined by proximity to the ground. A Caution
message is triggered when above ~400 feet AGL, and a Warning is triggered
below ~400 feet AGL. See Section 7 for additional details.
The landing gear is down and locked when three solid green circles are
indicated on the MFD. The mirror on the left engine nacelle may be used to
visually verify the nose landing gear position.
Operate the toe brakes to verify sufficient pressure for normal braking.
Verify the parking brake is not set.

SECTION 4
4.5l Approach and Landing Checklist (continued)
Normal Landing
FLAPS.......................................................................... 0° to FULL DOWN
Airspeed (Flaps Up).................................................................. 80-90 KIAS
(Flaps Down)............................................................. 75-85 KIAS
Trim.................................................................................... AS REQUIRED
THROTTLES..................................................................... AS REQUIRED
Touchdown........................................................................MAIN WHEELS
Braking............................................................................... AS REQUIRED
Landing may be made with any flap setting. Normally full flaps
are used, which reduces stall speed and permits slower speed at contact.
Maximum braking after touch-down is achieved by retracting the flaps,
applying back pressure to the wheel and applying pressure on the brakes.
However, unless maximum braking is needed or unless a strong crosswind
or gusty condition exists, it is best to wait until turning off the runway to
retract the flaps. This will permit full attention to be given to the landing
and landing rollout.
If a crosswind or high-wind landing is necessary, approach with higher
than normal speed and with zero to 25 degrees of flaps. Immediately after
touch-down, raise the flaps. During a crosswind approach hold a crab angle
into the wind until ready to flare out for the landing. Then lower the wing
that is into the wind to eliminate the crab angle without drifting, and use the
rudder to keep the wheels aligned with the runway. Avoid prolonged side
slips with a low fuel indication.
NOTE
The maximum demonstrated crosswind component
during landing is 17 KTS.

4-23
SECTION 4
Short Field Performance Landing

FLAPS (Below 111 KIAS)................................................... FULL DOWN
Airspeed (At Max. Weight)........................................................... 75 KIAS
Trim.................................................................................... AS REQUIRED
THROTTLES.......................................................................................IDLE
Touchdown........................................................................MAIN WHEELS
Braking................................................... MAXIMUM without SKIDDING
For landings on short runways or runways with adjacent obstructions,

a short field landing technique should be used in accordance with the charts
in Section 5. The airplane should be flown down final with full flaps, at
75 KIAS (at maximum weight) so as to cross any obstructions with the
throttles at idle. Immediately after touch-down, raise the flaps and apply
back pressure to the control wheel as maximum braking is applied.

4-24
SECTION 4
4.5m Go-Around Checklist
GO-AROUND
THROTTLES.......................................................................... FULL OPEN
Control Wheel........................................ BACK PRESSURE TO OBTAIN
POSITIVE CLIMB ATTITUDE
FLAPS..................................................... RETRACT INCREMENTALLY
GEAR.......................................................................................................UP
COWL FLAPS................................................................... AS REQUIRED
WARNING
If the aircraft is equipped with optional Underspeed Protection (USP)

and an autopilot coupled go-around is desired, press the TO/GA button on
the throttle handle, followed immediately by the checklist shown above.
Refer to Section 7 for additional details on the autopilot coupled go-around.
4.5n After Landing Checklist

AFTER LANDING
Clear of runway.
FLAPS.........................................................................................RETRACT
COWL FLAPS........................................................................ FULL OPEN
ALT-AIR.......................................................................................... CLOSE
FUEL PUMPS...................................................................................... OFF
LIGHTS............................................................................. AS REQUIRED
PITOT HEAT........................................................................................ OFF
A spongy pedal during braking, is often an indication that the brake

fluid needs replenishing.

4-25
SECTION 4
4.5o Stopping Engine Checklist

STOPPING ENGINE
CABIN HEAT (If ON)..................................... FAN - 2 MIN. THEN OFF
VENT FAN........................................................................................... OFF
AVION MASTER................................................................................ OFF
EMERG BATT..................................................................................... OFF
LEFT/RIGHT ALTR............................................................................ OFF
LEFT/RIGHT FUEL PUMP................................................................. OFF
All Other Electrical Equipment............................................................ OFF
THROTTLES.......................................................................................IDLE
MIXTURES................................................................................. CUT-OFF
LEFT/RIGHT ENG MAG Switches..................................................... OFF
Interior Lights (at night)....................................................................... OFF
Exterior Lights...................................................................................... OFF
BATT MASTR..................................................................................... OFF
STANDBY INSTRUMENT.................................. VERIFY SHUTDOWN
NOTE
The flaps must be placed in the “UP” position for
the flap step to support weight. Passengers should
be cautioned accordingly.
NOTE
In case the standby instrument remains “ON” due
to improper shutdown, the unit switches to internal
battery and depletes it. To turn off the Aspen EBD,
press the “SHUT DOWN” command from Main
Menu page 6 or hold the red “REV” button for
20 seconds. To turn off the Garmin G5, press and
hold the power button for five seconds.

SECTION 4
4.5p Mooring Checklist
Mooring
PARK BRAKE.................................................................. AS REQUIRED
Control Wheel.................................................... SECURED with seat belts
FLAPS...........................................................................................FULL UP
Wheel Chocks.............................................................................IN PLACE
Tiedowns....................................................................................... SECURE
If necessary, the airplane should be moved on the ground with the aid
of the optional nose wheel tow bar.
The ailerons and stabilator should be secured by looping the seat belt
through the control wheel and pulling it snug. The rudder need not be
secured under normal conditions, as its connection to the nose wheel holds it
in position. The flaps are locked when in the fully retracted position. Wheel
chocks should be positioned in place, or the parking brake set. Tie-down
ropes may be attached to mooring rings under each wing and to the tail skid.
4.5q Vsse - Intentional One Engine Inoperative Speed

Vsse is not a limitation. However, it is recommended that, except for
training, demonstrations, takeoffs, and landings, the airplane should not be
flown at a speed slower than Vsse.
The intentional one engine inoperative speed, Vsse, for the PA-44-180
is 82 KIAS.

4-27
SECTION 4
4.5r Vmca - Air Minimum Control Speed

The Vmca demonstration, may be required for the FAA flight test for
the multi-engine rating.
Vmca DEMONSTRATION
(a) Landing Gear......................................................................................UP

(b) Flaps...................................................................................................UP
(c) Altitude...........................................................at or above 4000 ft. AGL
(d) Airspeed......................................................at or above 82 KIAS (Vsse)
(e) Mixture............................................................................... FULL RICH
(f) Propeller Controls................................................................ HIGH RPM
(g) Throttle (Simulated Inoperative Engine).......................................IDLE
(h) Throttle (Other Engine)...........................................FULL FORWARD
(i) Airspeed.................................Reduce approximately 1 knot per second
until either STALL WARNING, FULL
CONTROL TRAVEL or Vmca is obtained
CAUTION
Use rudder to maintain directional control
(heading) and ailerons to maintain 5° bank
towards the operative engine (lateral attitude).
At the first sign of either Vmca (airspeed indicator
redline) or stall warning (which may be evidenced
by: inability to maintain heading or bank attitude,
aerodynamic stall buffet, or stall warning horn),
immediately initiate recovery; reduce power to idle
on the operative engine, and immediately lower the
nose to regain Vmca and continue accelerating to
Vsse.
CAUTION
One engine inoperative stalls are not
recommended.
Under no circumstances should an attempt be made to fly at a speed
below Vmca with only one engine operating.

4-28
SECTION 4
4.5s Practice One Engine Inoperative Flight

Simulated one engine inoperative flight can be practiced without
actually shutting down one engine by setting the propeller rpm of an engine
to approximate zero thrust. This is accomplished at typical training altitudes
with the throttle adjusted to produce the appropriate engine speed shown
below and the mixture full rich, or leaned as required for smooth low power
operation.
CAUTION
A rapid reduction in power (full throttle to idle in
less than 2 seconds) may be harmful to the engine.
Propeller rpm for Zero Thrust
KIAS RPM
82 Vsse 1850
88 Vyse 2180
100 2510
110 2690
4.5t Noise Level

The corrected noise levels for this aircraft are as follows:
Propeller Designation 14 CFR Part 36 ICAO Annex 16
Straight Blade 74.7 dB(A) 74.7 dB(A)

HC-C2Y(K,R)-2CEUF/FC7666A-2R
(Amdt. 36-4) (Vol I, Part II, Ch 6)
HC-C2Y(K,R)-2CLEUF/FJC7666A-2R
Scimitar Blade 82.4 dB(A) 82.4 dB(A)
HC-C2YR-2CEUFP/FC7497
HC-C2YR-2CLEUFP/FJC7497 (Amdt. 36-28) (Vol I, Ch 10)
No determination has been made by the Federal Aviation Administration

that the noise levels of this airplane are or should be acceptable or
unacceptable for operation at, into, or out of any airport.
The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with 14 CFR Part 36 - Noise
Standards: Aircraft Type and Airworthiness Certification. This aircraft
model is in compliance with all 14 CFR Part 36 noise standards applicable
to this type.

4-29
SECTION 4
4.5u Stalls
The loss of altitude during a power off stall with the gear and flaps
retracted may be as much as 300 feet.
NOTE
The stall warning system is inoperative with the
Battery Master OFF

4-30
SECTION 5
PA-44-180, SEMINOLE PERFORMANCE
Table of Contents
Section 5
Performance
Paragraph Page
No. No.
5.1 General.......................................................................................... 5-1
5.3 Introduction - Performance and Flight Planning.......................... 5-1
5.5 Flight Planning Example............................................................... 5-3
5.7 Performance Graphs...................................................................... 5-9
List of Figures...................................................................... 5-9

5-i
SECTION 5
PERFORMANCE PA-44-180, SEMINOLE

5-ii
SECTION 5
SECTION 5
PERFORMANCE
5.1 General
All of the required (FAA regulations) and complementary performance
information applicable to this aircraft is provided in this section.
Performance information associated with those optional systems and

equipment which require handbook supplements is provided in Section 9
(Supplements).
5.3 Introduction - Performance and Flight Planning

The performance information presented in this section is based on measured
flight test data corrected to I.C.A.O. standard day conditions and analytically
expanded for the various parameters of weight, altitude, temperature, etc.
The performance charts are unfactored and do not make allowance

for varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the

pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended.

5-1
SECTION 5
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING

(continued)
Paragraph 5.5 (Flight Planning Example) outlines a detailed, example flight
plan, using the performance charts in this section. Each chart includes its own
example to show how it is used.
WARNING
Performance should not be extrapolated beyond
the limits shown on the charts.

5-2
SECTION 5
5.5 Flight Planning Example

(a) Aircraft Loading
The first step in planning a flight is to calculate the airplane
weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as delivered from the
factory is entered in Figure 6-5. Any alterations to the airplane which
affect weight and balance, should be recorded in the aircraft logbook
and Weight and Balance Record (Figure 6-7). These alterations should
be considered when determining the current basic empty weight of the
airplane.
The Weight and Balance Loading Form (Figure 6-11) and the
C.G. Range and Weight graph (Figure 6-15) may be utilized to
determine the total weight of the airplane and the center of gravity
position.
The following weights have been used in the flight planning

example.
(1) Basic Empty Weight 2589 lb

(2) Occupants (2 x 170 lb) 340 lb
(3) Baggage and Cargo 21 lb
(4) Fuel (6 lb./gal. x 80) 480 lb
(5) Takeoff Weight (3800 lb. max. allowable) 3430 lb
(6) Landing Weight*
(a)(5) minus (g)(1),
(3430 lb minus 323 lb) 3107 lb
* Fuel used must be established (refer to item (g)(1)) before the

landing weight can be calculated.
The calculated takeoff and landing weights are below the

maximum limits, and the weight and balance calculations show the
C.G. position within the approved limits.
(b) Takeoff and Landing

Once the aircraft loading has been determined, all aspects of the
takeoff and landing must be considered.

5-3
SECTION 5
5.5 FLIGHT PLANNING EXAMPLE (continued)

The existing conditions at the departure airport and the forecast
conditions at the destination airport must be acquired and evaluated.
Actual, versus forecast conditions at the destination airport should be
monitored throughout the flight.
Apply the departure airport conditions and takeoff weight to the
appropriate takeoff performance graphs (Figures 5-11, 5-13 and 5-15)
to determine the necessary runway length for takeoff and/obstacle
clearance.
Calculate the landing distance using the existing conditions at the
destination airport and, when established, the landing weight.
The conditions and calculations for the example flight are listed
below.
Departure Destination
Airport Airport
(1) Pressure Altitude 1250 ft. 680 ft.
(2) Temperature 8°C 8°C
(3) Wind Component (Headwind) 6 KTS 5 KTS
(4) Runway Length Available 7400 ft. 9000 ft.
(5) Runway Required
(Short Field Effort)
Takeoff 1520 ft.*
Landing 1238 ft.**

NOTE
The remainder of the performance charts used
in this flight plan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilot when computing climb,
cruise and descent performance.
*reference Figure 5-15
**reference Figure 5-35

SECTION 5

(c) Climb
The next step in the flight plan is to determine the necessary
climb segment components.
First determine the Fuel, Time and Distance to Climb from sea
level to the desired cruise altitude and OAT. Then determine the Fuel,
Time and Distance to Climb from sea level to the departure field
pressure altitude and OAT. Subtract the departure field values from
the cruise values to get the true Time, Fuel and Distance to Climb for
the flight. See the following example (reference Figure 5-23):
The following values were determined from the above
instructions in the flight planning example.
(1) Cruise Pressure Altitude 5500 ft.
(2) Cruise OAT -2°C
(3) Fuel to Climb
(2.6 gal. minus 0.4 gal.) 2.2 gal.*
(4) Time to Climb
(4.5 min. minus 0.9 min.) 3.6 min.*
(5) Distance to Climb
(7.3 naut. miles minus 1.4 naut. miles) 5.9 naut. miles*

5-5
SECTION 5

(d) Descent
Determine true descent time, fuel and distance similar to the
method used for climb.
First determine the Fuel, Time and Distance to Descend from
cruise altitude and OAT to sea level. Then determine the Fuel, Time
and Distance to Descend from the destination field altitude and OAT
to sea level. Then subtract the destination field values from the cruise
values to get the true Time, Fuel and Distance to Descend for the
flight. See the following example (reference Figure 5-33):
The values obtained by proper utilization of the graphs for the

descent segment of the example are shown below.
(1) Fuel to Descend
(3 gal. minus 1 gal.) 2 gal.*
(2) Time to Descend
(9 min. minus 2 min.) 7 min.*
(3) Distance to Descend
(30 naut. miles minus 4 naut. miles) 26 naut. miles*

SECTION 5

(e) Cruise
Starting with the total flight distance, subtract the previously
determined distance to climb and distance to descend to obtain the
total cruise distance. Refer to the appropriate Lycoming Operator’s
Manual and the Fuel and Power Setting Tables when selecting
the cruise power setting. The established pressure altitude and
temperature values and the selected cruise power should now be
utilized to determine the true airspeed from the Speed Power graph
(Figure 5-27).
Calculate the cruise fuel for the cruise power setting from the
information provided on Figure 5-27.
The cruise time is found by dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise fuel
flow by the cruise time.
The cruise calculations established for the cruise segment of the
flight planning example are as follows:
(1) Total Distance 431 miles
(2) Cruise Distance
(e)(1) minus (c)(5) minus (d)(3),
(431 naut. miles minus
5.9 naut. miles minus
26 naut. miles) 399 naut. miles
(3) Cruise Power
(Performance Cruise Mixture) 55% rated power
(4) Cruise Speed 140 KTS TAS*
(5) Cruise Fuel Consumption 17.4 GPH*
(6) Cruise Time
(e)(2) divided by (e)(4),
(399 naut. miles divided by 140 KTS) 2.85 hrs.
(7) Cruise Fuel
(e)(5) multiplied by (e)(6),
(17.4 GPH multiplied by 2.85 hrs.) 49.6 gal.

5-7
SECTION 5

(f) Total Flight Time
The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Keep in mind that the time
values obtained from the climb and descent graphs are in minutes and
must be converted to hours before adding them to the cruise time.
The following flight time is required for the flight planning

example.
(1) Total Flight Time
(c)(4) plus (d)(2) plus (e)(6),
(0.06 hrs. plus 0.12 hrs. plus 2.85 hrs.) 3.03 hrs.
(g) Total Fuel Required

Determine the total fuel required by adding the fuel to climb, the
fuel to descend and the cruise fuel. When the total fuel (in gallons)
is determined, multiply this value by 6 lb./ gal. to determine the total
fuel weight used for the flight.
The total fuel calculations for the example flight plan are shown
below.
(1) Total Fuel Required

(c)(3) plus (d)(1) plus (e)(7),
(2.2 gal. plus 2 gal. plus 49.6 gal.) 53.8 gal
(53.8 gal. multiplied by 6 lb./gal.) 323 lb

5-8
SECTION 5
5.7 PERFORMANCE GRAPHS
LIST OF FIGURES
Figure Page
No. No.
5-1 Temperature Conversion............................................................. 5-11
5-3 Airspeed Calibration................................................................... 5-12
5-5 Stall Speed Vs. Angle of Bank................................................... 5-13
5-7 ISA Conversion........................................................................... 5-14
5-9 Wind Components...................................................................... 5-15
5-11 Accelerate and Stop Distance - Short Field Effort...................... 5-16
5-13 Takeoff Ground Roll - Short Field Effort................................... 5-17
5-15 Takeoff Distance Over
50 Ft. Obstacle - Short Field Effort..................................... 5-19
5-17 Climb Performance - Both Engines Operating -
Gear Down........................................................................... 5-21
5-19 Climb Performance - Both Engines Operating-
Gear Up................................................................................ 5-23
5-21 Climb Performance - One Engine Operating -
Gear Up................................................................................ 5-24
5-23 Fuel, Time and Distance to Climb.............................................. 5-25
5-25 Fuel and Power Setting Table..................................................... 5-26
5-27 Speed Power................................................................................ 5-27
5-29 Standard Temperature Range and Endurance
- Performance Cruise .......................................................... 5-29
5-31 Standard Temperature Range and Endurance
- Economy Cruise................................................................ 5-30
5-33 Fuel, Time and Distance to Descend.......................................... 5-31
5-35 Landing Distance Over
5-35a Landing Distance Over
5-37 Landing Ground Roll - Short Field Effort.................................. 5-34

5-9
SECTION 5

5-10
SECTION 5
40
100
90
30
80
70 20
60
50 10
FAHRENHEIT 40 CELSIUS
DEGREES DEGREES
0
30
20
-10
10
0
-20
-10
-20 -30
-30
-40 -40
Temperature Conversion
Figure 5-1

5-11
SECTION 5
Airspeed Calibration
Figure 5-3

5-12
SECTION 5
Stall Speed Vs. Angle of Bank

Figure 5-5

5-13
SECTION 5
ISA Conversion
Figure 5-7

5-14
SECTION 5
Wind Components
Figure 5-9

5-15
SECTION 5
Accelerate And Stop Distance - Short Field Effort

Figure 5-11

5-16
SECTION 5
Takeoff Ground Roll - Short Field Effort

Figure 5-13

5-17
SECTION 5

5-18
SECTION 5
Takeoff Distance Over 50 Ft. Obstacle - Short Field Effort

Figure 5-15

5-19
SECTION 5

5-20
SECTION 5
Climb Performance - Both Engines Operating - Gear Down

Figure 5-17

5-21
SECTION 5

5-22
SECTION 5
Climb Performance - Both Engines Operating - Gear Up

Figure 5-19

5-23
SECTION 5
Climb Performance - One Engine Operating - Gear Up

Figure 5-21

5-24
SECTION 5
Fuel, Time And Distance To Climb

Figure 5-23

5-25
SECTION 5
Fuel & Power Setting Table

Figure 5-25

SECTION 5
Speed Power
Figure 5-27
5-27
SECTION 5

5-28
SECTION 5
Standard Temperature Range And Endurance - Performance Cruise

Figure 5-29

5-29
SECTION 5
Standard Temperature Range And Endurance - Economy Cruise

Figure 5-31

SECTION 5
Fuel, Time And Distance To Descend

Figure 5-33

5-31
SECTION 5
Landing Distance Over 50 Ft. Obstacle - Short Field Effort

Figure 5-35

SECTION 5
Landing Distance Over 50 Ft. Obstacle - Short Field Effort

Figure 5-35a

5-33
SECTION 5
Landing Ground Roll - Short Field Effort

Figure 5-37

5-34
SECTION 6
PA-44-180, SEMINOLE WEIGHT AND BALANCE
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph Page
No. No.
6.1 General.......................................................................................... 6-1
6.3 Airplane Weighing Procedure....................................................... 6-2
6.5 Weight and Balance Data Record................................................. 6-5
6.7 Weight and Balance Determination for Flight.............................. 6-9
Equipment List................................................................. Supplied with

aircraft paperwork.

6-i
SECTION 6
WEIGHT AND BALANCE PA-44-180, SEMINOLE

6-ii
SECTION 6
SECTION 6
WEIGHT AND BALANCE
6.1 General
In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of gravity
(C.G.) position within the approved operating range (envelope). Although the
airplane offers flexibility of loading, it cannot be flown with the maximum
number of adult passengers, full fuel tanks and maximum baggage. With the
flexibility comes responsibility. The pilot must ensure that the airplane is loaded
within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane

will not take off, climb or cruise as well as a properly loaded one. The heavier
the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the C.G.

is too far forward in any airplane, it may be difficult to rotate for takeoff or
landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff
or tend to pitch up during climb. Longitudinal stability will be reduced. This
can lead to inadvertent stalls and even spins; and spin recovery becomes more
difficult as the center of gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. This airplane

is designed to provide performance within the flight envelope. Before the
airplane is delivered, it is weighed, and a basic empty weight and C.G. location
is computed (basic empty weight consists of the standard empty weight of the
airplane plus the optional equipment). Using the basic empty weight and C.G.
location, the pilot can determine the weight and C.G. position for the loaded
airplane by computing the total weight and moment and then determining
whether they are within the approved envelope.

6-1
SECTION 6

The basic empty weight and C.G. location are recorded in the Weight and
Balance Data Form (Figure 6-5) and the Weight and Balance Record (Figure
6-7). The current values should always be used. Whenever new equipment is
added or any modification work is done, the mechanic responsible for the work
is required to compute a new basic empty weight and C.G. position and to write
these in the Aircraft Log Book and the Weight and Balance Record. The owner
should make sure that it is done.
A weight and balance calculation is necessary in determining how much

fuel or baggage can be boarded so as to keep within allowable limits. Check
calculations prior to adding fuel to ensure against overloading.
The following pages are forms used in weighing an airplane in production

and in computing basic empty weight, C.G. position, and useful load. Note that
the useful load includes usable fuel, baggage, cargo and passengers.
6.3 Airplane Weighing Procedure

Piper provides basic empty weight and center of gravity location for each
airplane, when initial airworthiness is issued.
This data is provided on a Weight and Balance Data Form (Figure 6-5)
in Section 6 of the POH.
The removal or addition of equipment or airplane modifications can affect

the basic empty weight and center of gravity. The following is a weighing
procedure to determine this basic empty weight and center of gravity location:
(a) Preparation
(1) Be certain that all items checked in the airplane equipment list are
installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, and foreign items such as
rags and tools, from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining fuel
is drained. Operate each engine until all undrainable fuel is used
and engine stops. Then add the unusable fuel (2.0 gallons total. 1.0
gallon each wing).

6-2
SECTION 6
6.3 AIRPLANE WEIGHING PROCEDURE (continued)
CAUTION
Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run
the engines for a minimum of 3 minutes at 1000
RPM on each tank to ensure no air exists in the
fuel supply lines.
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward
position. Put flaps in the fully retracted position and all control
surfaces in the neutral position. Tow bar should be in the proper
location and entrance and baggage door closed.
(6) Weigh the airplane inside a closed building to prevent errors in
scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully
extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to
center bubble on level.
(c) Weighing- Airplane Basic Empty Weight
(1) With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.

6-3
SECTION 6
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Basic Empty Weight,

(as Weighed) (T)
Weighing Form
Figure 6-1
Nacelle
(Top View)
W.S. 106
Fairing (Outboard of Nacelle)
78.4”
Level Points
C.G. Arm (Fuselage Left Side)
78.4”
Wing Leading Edge

N R+L
A
B
The datum is 78.4 inches
A = 8.7” ahead of the wing leading
B = 109.7” edge at Wing Station 106.
Leveling Diagram
Figure 6-3

6-4
SECTION 6
6.3 AIRPLANE WEIGHING PROCEDURE (continued)

(d) Basic Empty Weight Center of Gravity
(1) The Leveling Diagram geometry (Figure 6-3) applies to the

PA-44-180 airplane when it is level. Refer to Leveling paragraph
6.3 (b).
(2) The basic empty weight center of gravity (as weighed including
optional equipment, full oil and unusable fuel) can be determined
by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches

T
Where: T = N + R + L
6.5 Weight and Balance Data and Record

The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as delivered from the factory. These
figures apply only to the specific airplane serial number and registration number
shown.
The basic empty weight of the airplane as delivered from the factory has
been entered in the Weight and Balance Record (Figure 6-7). This form is
provided to present the current status of the airplane basic empty weight and
a complete history of previous modifications. Any change to the permanently
installed equipment or modification which affects weight or moment must be
entered in the Weight and Balance Record.

6-5
SECTION 6
MODEL PA-44-180, SEMINOLE
Airplane Serial Number__________________________

Registration Number____________________________
Date_________________________________________
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (In-Lbs)
Actual
Standard Empty Weight* Computed
Optional Equipment
Basic Empty Weight
*The standard empty weight includes full oil capacity and 2.0 gallons of
unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Gross Weight) - (Basic Empty Weight) = Useful Load

(3800 lbs.) - ( lbs.) = lbs.
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE

FOR THE AIRPLANE AS CERTIFIED AT THE FACTORY. REFER TO
APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS HAVE
BEEN MADE
Weight and Balance Data Form

Figure 6-5

6-6

PA- 44- 180 Serial Number Registration Number Page Number

Running Basic
Weight Change Empty Weight
Description of Article
Date or Modification Wt. Arm Moment Wt. Moment
Added (+)
Item No.
(Lb.)
Removed (-)
(Lb.) (In.) /100 /100
PA-44-180, SEMINOLE
As Delivered
ISSUED: November 3, 2016

Figure 6-7
Weight and Balance Record
WEIGHT AND BALANCE
SECTION 6
6-7
REPORT: VB-2636
6-8
P A - 4 4 - 1 8 0 Serial Number Registration Number Page Number
Running Basic
Weight Change
Empty Weight
SECTION 6
Description of Article
Date
or Modification Wt. Arm Moment Wt. Moment
Added (+)
Item No.
(Lb.)
Removed (-)
(Lb.) (In.) /100 /100
REPORT: VB-2636
As Delivered
WEIGHT AND BALANCE
Figure 6-7 (continued)

Weight and Balance Record (continued)
PA-44-180, SEMINOLE

SECTION 6
6.7 Weight and Balance Determination for Flight

(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all
items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight
moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.

6-9
SECTION 6
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(continued)
Arm Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 340.0 80.5 27370
Passengers (Rear Seats) 340.0 118.1 40154
Fuel (108 Gallon Maximum Usable) 95.0
Baggage (200 Lb. Limit) 142.8
Ramp Weight (3816 Lbs. Max.)
Fuel Allowance for Engine
Start, Taxi & Runup -16.0 95.0 -1520
Take-off Weight (3800 Lbs. Max.)
The center of gravity (C.G.) for the take-off weight of this sample loading
problem is at inches aft of the datum line. Locate this point ( )
on the C.G. range and weight graph. Since this point falls within the weight -
C.G. envelope, this loading meets the weight and balance requirements.
Take-off Weight
Minus Estimated Fuel Burn-off
(climb & cruise) @ 6.0 Lbs/Gal. 95.0
Landing Weight
Locate the center of gravity of the landing weight on the C.G. range and
weight graph. Since this point falls within the weight- C.G. envelope, the
loading may be assumed acceptable for landing.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL
TIMES.
Sample Loading Problem

Figure 6-9

6-10
SECTION 6
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(continued)
Arm Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 80.5
Passengers (Rear Seats) 118.1
Fuel (108 Gallon Maximum Usable) 95.0
Baggage (200 Lb. Limit) 142.8
Ramp Weight (3816 Lbs. Max.)
Fuel Allowance for Engine
Start, Taxi & Runup -16.0 95.0 -1520
Take-off Weight (3800 Lbs. Max.)
The center of gravity (C.G.) for the take-off weight of this loading
problem is at inches aft of the datum line. Locate this point ( )
on the C.G. range and weight graph. If this point falls within the weight -
C.G. envelope, this loading meets the weight and balance requirements.
Take-off Weight
Minus Estimated Fuel Burn-off
(climb & cruise) @ 6.0 Lbs/Gal. 95.0
Landing Weight
Locate the center of gravity of the landing weight on the C.G. range and
weight graph. If this point falls within the weight- C.G. envelope, the
loading may be assumed acceptable for landing.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY AT ALL
TIMES.
Weight and Balance Loading Form

Figure 6-11

6-11
SECTION 6

6-12
SECTION 6
Loading Graph
Figure 6-13

6-13
SECTION 6
C.G. Range and Weight

Figure 6-15

6-14
SECTION 7
PA-44-180, SEMINOLE DESCR/OPERATION
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND IT’S SYSTEMS
Paragraph Page
No. No.
7.1 The Airplane.................................................................................. 7-1
7.3 Airframe........................................................................................ 7-1
7.5 Engines and Propellers.................................................................. 7-2
7.7 Engine Controls............................................................................. 7-4
7.9 Garmin G1000 Avionics System.................................................. 7-7
7.10 GFC700 Automatic Flight Control System (AFCS)..................... 7-39
7.11 Landing Gear................................................................................. 7-46
7.13 Brake System................................................................................ 7-54
7.15 Flight Control System................................................................... 7-54
7.17 Fuel System................................................................................... 7-56
7.19 Electrical System........................................................................... 7-59
7.21 Pitot Static System........................................................................ 7-67
7.23 Heating, Ventilating and Defrosting System................................ 7-69
7.25 Instrument Panel............................................................................ 7-73
7.27 Cabin Features............................................................................... 7-76

7.29 Baggage Area................................................................................ 7-79

REVISED: December 15, 2017 7-i
SECTION 7
DESCR/OPERATION PA-44-180, SEMINOLE

SECTION 7
OF THE AIRPLANE AND IT’S SYSTEMS
Paragraph Page
No. No.
7.31 Finish............................................................................................. 7-79
7.33 Stall Warning................................................................................ 7-79
7.35 Emergency Locator Transmitter................................................... 7-80

7-ii REVISED: December 15, 2017
SECTION 7
SECTION 7
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE

The Seminole is a twin-engine, all metal, retractable landing gear airplane.
It has seating for up to four occupants and has a two hundred pound capacity
luggage compartment.
7.3 AIRFRAME
The basic airframe is constructed of aluminum alloy, with steel engine
mounts, and landing gear, fiberglass nose cone, cowling nose bowls and wing
tips, and ABS thermoplastic or fiberglass extremities (tail fin, rudder and
stabilator). Aerobatics are prohibited in this airplane since the structure is not
designed for aerobatic loads.
The fuselage is a semi-monocoque structure with a passenger door on the

forward right side, a cargo door on the aft right side and an emergency egress
door on the forward left side.
The wing is a semi-tapered design and employs a modified laminar flow

NACA airfoil section. The main spar, located at approximately 40% of the chord,
is attached to the fuselage by inserting the butt ends of the spar into a spar box
carry-through. Bolting the spar ends into the spar box carry-through structure
(located under the rear seats), effectively creates a continuous main spar. The
wings are also attached by auxiliary front and rear spars. The rear spar, in
addition to taking torque and drag loads, provides a mount for flaps and ailerons.
The four-position wing flaps are mechanically controlled by a handle located
between the front seats. When fully retracted, the right flap locks into place to
provide a step for cabin entry. Each nacelle contains one fuel tank.

SECTION 7
7.3 AIRFRAME (continued)

A vertical stabilizer, an all-movable horizontal stabilator, and a rudder make
up the empennage. The stabilator is mounted on top of the vertical fin and
incorporates an anti-servo tab which provides longitudinal stability and trim.
This tab moves in the same direction as the stabilator but with increased travel.
Rudder effectiveness is increased by an anti-servo tab on the rudder.
7.5 ENGINES AND PROPELLERS

Engines
The Seminole is powered by two Lycoming four-cylinder, direct drive,
horizontally opposed fuel injected engines, each rated at 180 horsepower @
2700 RPM at sea level. The engines are air cooled and are equipped with oil
coolers with low temperature bypass systems and engine-mounted oil filters.
A winterization plate is provided to restrict air during winter operation. (See
Winterization in Section 8.) Asymmetric thrust during takeoff and climb is
eliminated by the counter-rotation of the engines: the left engine rotates in a
clockwise direction when viewed from the cockpit, and the right engine rotates
counterclockwise.
The engine oil dipstick is accessible through a door located on the upper
cowl of each nacelle.
The engines are accessible through removable cowls. The upper cowl half
is attached with quarter-turn fasteners. Engine mounts are constructed of steel
tubing, with dynafocal isolators to reduce vibration.
Induction Air System

The induction air box incorporates a manually operated two-way valve,
allowing either filtered induction air or unfiltered heated air into the engine
fuel injection servo inlet. Selecting alternate air provides heated air to the
fuel injection servo inlet in the event of induction system icing, and also
bypasses the air filter if it becomes blocked with ice, snow, freezing rain,
etc. Since the air is unfiltered, alternate air should not be used during ground
operation when dust or other contaminants might enter the system. The
primary (filtered) induction source should always be used for takeoffs.

SECTION 7
7.5 ENGINES AND PROPELLERS (continued)

Propellers
Counter-rotating propellers provide balanced thrust during takeoff and
climb which eliminates the critical engine factor in single-engine flight.
Two blade, constant speed, controllable pitch and feathering Hartzell

propellers are installed as standard equipment. The propellers mount directly to
the engine crankshafts.
Pitch is controlled by oil and nitrogen pressure. Oil pressure drives the
propeller toward the high RPM or unfeather position; nitrogen pressure and a
large spring drives the propeller toward the low RPM or feather position and also
prevents propeller overspeeding. The recommended nitrogen pressure is listed
on placards on the propeller domes and inside the spinners. This pressure varies
with ambient temperature at the time of charging. Although dry nitrogen gas is
recommended, compressed air may be used provided it contains no moisture. For
more detailed instructions, see Propeller Service in Section 8 of this handbook.
A propeller governor on each engine supplies engine oil at various pressures

through the propeller shaft to maintain constant RPM settings. The governor
controls engine speed by varying the pitch of the propeller to match load torque
to engine torque in response to changing flight conditions.
Each propeller is controlled by the propeller control levers located in the

center of the power control quadrant. Feathering a propeller is accomplished by
moving the control fully aft through the low RPM detent into the FEATHER
position. Unfeathering is accomplished by moving the propeller control forward.
This releases oil accumulated under pressure and moves the propeller out of the
FEATHER position.

SECTION 7
7.5 ENGINES AND PROPELLERS (continued)

Unfeathering Accumulators
Unfeathering accumulators store engine oil under pressure from the
governors, which is released back to the governors for propeller unfeathering
when the propeller control lever is moved out of the feathered position.
A feathering lock, operated by centrifugal force, prevents feathering
during engine shutdown by making it impossible to feather any time the
engine speed falls below 950 RPM. For this reason, when feathering
a propeller in flight, the pilot must move the propeller control into the
FEATHER position before the engine speed drops below 950 RPM.
7.7 ENGINE CONTROLS

Engine controls consist of a throttle, a propeller control and a mixture
control lever for each engine. These controls are located on the control
quadrant on the lower center of the instrument panel where they are accessible
to both the pilot and the copilot (Figure 7-1). The controls utilize teflon-lined
control cables to reduce friction and binding.
The throttle levers are used to adjust the engine manifold pressure. A
gear up warning system, triggered by low manifold pressure, is intended to
alert the pilot of an impending gear up landing. Whenever manifold pressure
drops below 14 in Hg with the landing gear not down and locked, a CHECK
GEAR CAS message is activated along with a continuous CHECK GEAR
aural alert. If the airplane is higher than approximately 400 feet AGL, the
CAS CAUTION is triggered. Below 400 feet AGL, the CAS WARNING is
triggered. Since this low manifold condition might be experienced during
normal descent, the CHECK GEAR aural alert may be muted by pressing the
appropriate acknowledge softkey on the PFD. Once muted, the aural alert is
silenced, but the associated CHECK GEAR CAS text message will remain
present until manifold pressure is increased, or the gear is deployed.
All throttle operations should be made with a smooth, not too rapid
movement to prevent unnecessary engine wear or damage to the engines.

7-4
SECTION 7
7.7 ENGINE CONTROLS (continued)
Control Quadrant
Figure 7-1
The propeller control levers are used to adjust the propeller speed from
high RPM (low pitch) to feather (high pitch).
The mixture control levers are used to adjust the air to fuel ratio. An
engine is shut down by the placing of the mixture control lever in the full lean
(cut-off) position.
The friction adjustment lever on the right side of the control quadrant may
be adjusted to increase or decrease the friction holding the throttle, propeller, and
mixture controls, or to lock the controls in a selected position.

SECTION 7
7.7 ENGINE CONTROLS (continued)

The alternate air controls are located on the control quadrant just below the
engine control levers. When an alternate air lever is in the up, or CLOSE,
position the engine is operating on filtered air; when the lever is in the
down, or OPEN, position the engine is operating on unfiltered, heated air.
The cowl flap control levers (Figure 7-3), located below the control
quadrant, are used to regulate cooling air for the engines. The levers have three
positions: full open, full closed, and intermediate. A lock incorporated in each
control lever, locks the cowl flap in the selected position. To operate the cowl
flaps, depress the lock and move the lever toward the desired setting. Release the
lock after initial movement and continue movement of the lever. The control will
stop and lock into place at the next setting. The lock must be depressed for each
selection of a new cowl flap setting.
Cowl Flap Controls

Figure 7-3

SECTION 7
7.9 GARMIN G1000 AVIONICS SYSTEM
NOTE
Refer to the latest appropriate revision and -XX
part number of the Garmin G1000 Pilot’s Guide
for the Piper PA-44 Seminole, (Garmin P/N
190-02198-00) for complete descriptions of the
G1000 integrated avionics system and operating
procedures.
The Garmin G1000 Integrated Avionics System consists of a Primary Flight
Display (PFD), a Multi-Function Display (MFD), an Audio Panel, an Attitude
and Heading Reference System (AHRS), an Air Data Computer (ADC), and the
sensors and computers to process flight and engine information for display to the
pilot. The system contains dual GPS SBAS receivers, dual VOR/ILS receivers,
dual VHF communications transceivers, a transponder, and an integrated
crew alerting system (CAS) to alert the pilot of advisory, caution and warning
messages. The G1000 system also provides System Message Advisories, which
alert the pilot to abnormalities associated with the G1000 system. The G1000
system also has a terrain proximity system, Traffic Information Service (TIS) and
FliteCharts. Optional avionics equipment include ADF, DME, Class B TAWS,
Traffic Advisory System (TAS), SurfaceWatch, Jeppesen ChartView, Synthetic
Vision, AOPA Facilities Directory, Flight Stream 510 WiFi and Bluetooth®
connectivity, and the Garmin Datalink (GDL) for XM weather and music.
Primary Flight Display

The Primary Flight Display (PFD) displays airspeed, attitude, altitude, and
heading information in a traditional format. Slip information is shown as a
trapezoid under the bank pointer. One width of the trapezoid is equal to one ball
width slip. Rate of turn information is shown on the scale above the rotating
compass card; a standard rate turn is accomplished when the turn rate trend
vector stops at the second tick mark (standard rate tick mark). OAT information
is presented in the lower left corner of the PFD. The measured value of OAT
is adjusted for probe recovery factor and ram air effects to indicate static air
temperature.

SECTION 7
7.9 GARMIN G1000 AVIONICS SYSTEM (continued)

Primary Flight Display (continued)
The primary function of the PFDs is to provide attitude and heading data
from the Attitude and Heading Reference System, air data from the Air Data
Computer, and navigation and alerting information. Synthetic Vision and
Pathways may be utilized to increase situational awareness.
The following controls are available on the PFD (clockwise from top right):
• Communications frequency volume and squelch knob
• Communications frequency transfer button
• Communications frequency set knobs
• Altimeter (BARO) setting knob (large knob)
• Course knob (small knob)
• Map range knob and cursor control
• FMS control buttons and knob
• Flight planning buttons
• PFD softkey buttons
• Altitude reference set knob
• Heading bug control
• Navigation frequency set knobs
• Navigation frequency transfer button
• Navigation frequency volume and Identifier knob
The primary function of the VHF Communication portion of the G1000 is to
enable external radio communication. The primary function of the VOR/ILS
Receiver portion of the equipment is to receive VOR, Localizer, and Glide
Slope signals. The primary function of the GPS portion of the system is to
acquire signals from the GPS and SBAS satellites and process this information
in real-time to obtain the user’s position, velocity, and time. This GPS SBAS is
certified under TSO C146a and therefore is qualified as a primary navigation
system. The PFD also displays autopilot status and mode annunciation, at the
top, center of the display.

SECTION 7

Attitude and Heading Reference System (AHRS)
The AHRS uses rate sensors, air data, GPS data and magnetic variation to
calculate pitch, roll, heading and sideslip. The AHRS incorporates internal
monitors to continually validate the information it sends to the flight displays.
If a failure is detected, a red X will be displayed in place of the incorrect
information. If the pilot suspects the validity of an indication that has not been
invalidated by the internal monitors, he should cross check related indications
on the PFD and the standby instrument to verify the suspect information.
If the entire AHRS unit fails, a red X will be displayed over the attitude and
heading indicators. The AHRS may be re-set in-flight and will align while the
airplane is in motion. Alignment will occur quicker if the wings are kept level
during the alignment process. Note that if the AHRS fails, the course pointer on
the HSI will point straight up. The CDI will still function properly and course
may still be set using the digital window.
Air Data Computer (ADC)

The ADC provides airspeed, altitude, vertical speed, and air temperature to the
display system, the traffic systems and the flight management system.
The ADC incorporates internal monitors to continually validate the information

it sends to the flight displays. If a failure is detected, a red X will be displayed
in place of the incorrect information. If the pilot suspects the validity of an
indication that has not been invalidated by the internal monitors, he should cross
check related indications on the PFD and the standby instrument to verify the
suspect information.
If the entire ADC unit fails, a red X will be displayed over altitude and airspeed
indicators, and a yellow X will be displayed over the vertical speed indicator.

SECTION 7

Crew Alerting System (CAS) Messages
The Crew Alerting System (CAS) consists of Master Warning and Master
Caution indicators operating in conjunction with CAS messages and aural
alerts. The Master Warning and Caution indicators are located on the lower
right softkey of the PFD.
CAS messages appear on the lower right side of the PFD during normal and
reversionary mode operations. They are categorized as warning, caution or
advisory and are prioritized in the following order:
Warning (Red) Messages - appear at the top of the message stack
Caution (Amber) Messages - appear in the middle of the stack
Advisory (White) Messages - appear at the bottom of the stack
Warning (Red) Messages

Warning conditions are conveyed via a flashing (red) Master Warning
indicator, a repeating triple chime and either a flashing (inversely red on
white) CAS message or a flashing EIS gage indication.
Warnings may be acknowledged by pressing the lower right softkey on the
PFD. When acknowledged, the Master Warning indicator will extinguish,
and the aural chime will silence. If applicable, the CAS message will stop
flashing and will revert to normal (red on black) text. Warning CAS
messages persist until the initiating condition is removed.
A Warning is triggered whenever a gage on the Engine Indication System
(EIS) exceeds a red line. In this event, the Master Warning indicator and
triple chime are triggered (and acknowledged) normally, but without an
accompanying Warning CAS message. Instead, the appropriate EIS gage
will flash until the exceedance is removed.

SECTION 7

Caution (Amber) Messages
Caution conditions are conveyed via a flashing (amber) Master Caution
indicator, a non-repeating double chime and either an inverse (black on
amber) CAS message or a flashing EIS gage indication.
Cautions may be acknowledged by pressing the lower right softkey on the
PFD. When acknowledged, the Master Caution indicator will extinguish,
and if applicable, the CAS message will will revert to normal (amber on
black) text. Caution text messages persist until the initiating condition is
removed.
A Caution is triggered whenever a gage on the Engine Indication System
(EIS) enters the yellow range. In this event, the Master Caution indicator
and double chime are triggered (and acknowledged) normally, but without
an accompanying Caution CAS message. Instead, the appropriate EIS gage
will flash until the exceedance is removed.
Advisory (White) Messages

Advisory messages are conveyed via a non-repeating single chime and a
(white on black) text message.
Advisory CAS messages do not require acknowledgment and will persist
until the initiating condition is removed.
System Annunciations
System Annunciations do not trigger Warning or Caution indications and do
not require pilot action to acknowledge. These annunciations are typically
divided into two categories:
• Hardware or functional failures, indicated graphically with text or

yellow “X” over the failed display.
• Optional systems alerts such as those generated by terrain awareness
or traffic avoidance systems. These annunciations and alerts are
indicated in accordance with their system descriptions.

SECTION 7

Aural Alerts
The G1000 system generates the following aural alerts:
• Master Warning - Repeating triple chime.
• Master Caution - Non-repeating double chime.
• Advisory - Non-repeating single chime.
• Autopilot disconnect and preflight test complete (warble tone).
• TAWS, Terrain, and Obstacle cautions/warnings and various voice
alerts.
• Traffic System various voice alerts.
• Airspeed greater than Vne - “Airspeed...Airspeed” voice alert.
• Low airspeed - Airspeed voice alert of an impending underspeed
condition (if equipped with optional Underspeed Protection).
• Stall Warning - “Stall...Stall” voice alert.
• “Five-hundred” voice alert - when aircraft descends within 500 feet
above the terrain or runway threshold.
• “Minimums..Minimums” voice alert - when the aircraft reaches
MDA/DH if set by the pilot.
• “SurfaceWatch” voice alerts (if SurfaceWatch installed).
• “Timer Expired” voice alert when countdown timer reaches zero.
• “Vertical Track” voice alert when aircraft is one minute from VNAV
Top of Descent.
• “CHECK GEAR” voice alert - In flight when the manifold pressure
is 14 inches of mercury or below and the landing gear selector is not
in the DOWN position.
• “CHECK GEAR” voice alert - In flight when the flaps are extended
more than 10° and the landing gear selector is not in the DOWN
position.
• “CHECK GEAR” voice alert - On the ground when the landing gear
selector is in the UP position.
• “Engaging Autopilot” voice alert when autopilot automatically
engages in LVL mode. (if equipped with optional Electronic Stability
and Protection)

SECTION 7

System Message Advisories
The G1000 system generates several System Message Advisories. These
messages are annunciated by flashing the PFD lower right softkey label, and
are accessed/hidden by depressing that softkey. For a complete list of these
messages, see the Garmin G1000 Cockpit Reference Guide.

SECTION 7

Reversionary Mode - PFD
If a failure is detected in the MFD, the G1000 automatically enters
reversionary mode. In reversionary mode, critical flight instrumentation,
autopilot annunciations, CAS display and the inset map are combined with
engine instrumentation on a single display.
If an undetected display failure occurs, the pilot may manually activate

reversionary display mode by depressing the red DISPLAY BACKUP button
on the audio panel.
NOTE
See Reversionary Mode - MFD for description of
reversionary mode following a PFD failure.

7-14
SECTION 7

Synthetic Vision System (SVS) - Optional
The Synthetic Vision System (SVS) is a visual enhancement to the G1000.
Terrain-SVS is displayed on the PFD as a forward-looking depiction of the
topography immediately in front of the aircraft. The depicted imagery is derived
from the aircraft attitude, heading, GPS three-dimensional position, and a
database of terrain, obstacles, and other relevant information. The following SVS
enhancements appear on the PFD:
• Pathways
• Flight Path Marker
• Horizon Heading Marks
• Traffic Displays
• Airport Signs
• Runway Displays
• Terrain Alerting
• Obstacle Alerting
• Water
• Zero-Pitch Line
Optional Terrain Awareness and Warning System - Class B (TAWS-B) or
standard Terrain-SVS information is integrated within SVS to provide visual
and audible alerts of terrain threats relative to the projected flight path. In
addition to the standard TAWS or Terrain-SVS alerts, Terrain-SVS offers a three
dimensional view of terrain and obstacles. Terrain and/or obstacles that pose a
threat to the aircraft are shaded yellow or red. SVS is activated from the PFD
softkey located along the display bezel.

7-15
SECTION 7
Multi-Function Display
The Multi-Function Display (MFD) is located in the center of the instrument
panel, and displays the following:
• Engine parameters
• Aircraft system parameters
• Various map and system status pages for Navigation, Traffic
Map, Weather Datalink, and TAWS-B
The MFD also displays waypoint information, auxiliary information, flight
plan information, and nearest information.
All engine and systems indications necessary for control and monitoring are
continuously displayed along the left edge of the MFD display. This area is
called the Engine Indication System (EIS) display. A dedicated Engine page is
also provided on demand, showing all engine and systems indications in an
expanded format (Figure 7.5).
MFD controls are identical to the PFD controls with the addition of GFC700
controls on the lower left bezel.

SECTION 7
Multi-Function Display (continued)
TYPICAL ENGINE PAGE

Figure 7-5

SECTION 7

Reversionary Mode - MFD
If the PFD becomes inoperative, the MFD will not automatically switch to
reversionary mode. The pilot may elect to use the standby instrument for
primary flight instruments, or may manually select the MFD to reversionary
mode by pressing the red DISPLAY BACKUP button on the audio panel.
In reversionary mode, critical flight instrumentation is combined with
engine instrumentation on a single display.
If an undetected display failure occurs, the pilot may manually activate
reversionary display mode by depressing the red DISPLAY BACKUP
button on the audio panel.
NOTE
See Reversionary Mode - PFD for description of
reversionary mode following an MFD failure.

7-18
SECTION 7

Traffic Information Service (TIS)
NOTE
If the G1000 system is configured to use the
optional Traffic Advisory System (TAS), TIS will
not be available for use.
Traffic Information Service (TIS) provides a graphic display of traffic advisory
information to the pilot. The G1000 system performs an automatic test of the
TIS system upon power-up. If the TIS power-up test is passed, it will enter
STANDBY mode while on the ground. If the TIS power-up test is failed, a
failure annunciation will be indicated in the center of the Traffic Map page. The
TIS will automatically switch to OPERATE mode once the aircraft is airborne
and will provide a voice or tone audio output and a graphic display of traffic.
TIS uses the Mode S transponder for the traffic data link and is available only
when the aircraft is within the service volume of a TIS-capable, ground based,
terminal radar site. Updates are available to the pilot in 5 second intervals.
Aircraft without a transponder are invisible to TIS and aircraft without altitude
reporting capability are shown without altitude separation data or climb/descent
indication.
Traffic Map Page

The Traffic Map page, located in the Map Group on the MFD, is selectable
from 2 nm to 12 nm. The G1000 system can display up to eight traffic
targets within a 7.5 nm radius, from 3000 feet below to 3500 feet above the
requesting aircraft. The altitude difference between the requesting aircraft
and other aircraft is displayed above/below the traffic symbol in hundreds
of feet. If the traffic target is above the requesting aircraft, the altitude
separating text appears above the traffic symbol; if below, the altitude
separation text appears below the traffic symbol. An altitude trend up/down
arrow is displayed to the right of the traffic target symbol when the relative
climb or descent speeds are greater than 500 ft/min in either direction. TIS
also provides a vector line showing the direction in which the traffic is
moving, to the nearest 45°.

7-19
SECTION 7

Traffic Information Service (TIS) (continued)
Traffic Map Page (continued)
Traffic is overlaid on the following pages:
• Navigation Map Page
• Traffic Map Page
• Trip Planning Page
• Nearest Pages
• Active Flight Plan Page
• PFD Inset Map
TIS Alerts
Traffic is displayed according to TCAS symbology using three different
symbols:
1. Non-Threat Traffic – An open white diamond with black center that
indicates traffic is beyond a 5 nm range and greater than ±1200 feet from
the requesting aircraft.
2. Traffic Advisory (TA) – A solid yellow circle that indicates that traffic
has met the criteria for a traffic advisory.
3. Traffic Advisory Off Scale - On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside
the range of the map will be displayed at the edge of the scale on the
azimuth of the detected traffic. On the map page the off-scale traffic
advisory is provided in a text box located on the lower left corner of the
map.
Traffic information for which TIS is unable to determine the bearing (non-
bearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of map pages other than the Traffic Map
Page on which traffic can be displayed.
TIS customization options are available to the pilot by depressing the
MENU key while on the Navigation Map Page, and then selecting “Map
Setup” then “Traffic” Group. TIS traffic may also be displayed on the
Navigation Map page by selecting the MAP softkey and then selecting the
TRAFFIC softkey.

SECTION 7
Traffic Advisory System (TAS) – Optional

Traffic Advisory System
The optional Garmin GTS 800 is a Traffic Advisory System (TAS). It
enhances flight crew situation awareness by displaying ADS-B and non-
ADS-B traffic information from transponder-equipped aircraft. The system
also provides visual and aural traffic alerts including voice announcements
to assist in visually acquiring traffic.
The GTS 800 provides a system test mode to verify the TAS system is
operating normally. The test must be initiated from STANDBY mode with
ADS-B selected off, and takes 10 seconds to complete. When the system
test is initiated, a test pattern of traffic symbols appears on the Traffic Map
page. Upon completion of the test, the system announces, “TAS System
Test”. If the system test does not pass, the TAS status in the upper corner of
the map will be TAS: FAIL. When the system test is complete, the traffic
system enters STANDBY mode.
After power-up, the GTS 800 automatically enters STANDBY mode
and no traffic depictions or alerts will be given. The GTS 800 must be
in OPERATE mode for traffic to be displayed and for traffic advisories
(TA) to be issued. The pilot can manually change the system between
STANDBY mode and OPERATE mode at any time via softkeys on the
Traffic Map page. If the pilot does not manually select a mode of operation,
the system will automatically transition from STANDBY to OPERATE
mode 8 seconds after becoming airborne and transition from OPERATE
to STANDBY 24 seconds after landing. TAS aural alerts are muted when
GPS altitude is less than 400 ft above ground level (AGL).

SECTION 7

Traffic Advisory System (TAS) – Optional (continued)
Traffic Map Page
The Traffic Map page, located in the Map Group on the MFD, is selectable
from 2 nm to 12 nm. The GTS 800 is capable of tracking up to 45 intruding
aircraft equipped with Mode A or C transponders, and up to 30 intruding
aircraft equipped with Mode S transponders. A maximum of 30 aircraft
with the highest threat potential can be displayed simultaneously over
a range of 2 nm to 12 nm at altitudes of 10,000 feet below to 10,000
feet above the requesting aircraft. No TAS surveillance is provided for
aircraft without operating transponders. The altitude difference between the
requesting aircraft and other aircraft is displayed above/below the traffic
symbol in hundreds of feet. If the traffic target is above the requesting
aircraft, the altitude separating text is preceded by a “+” symbol and
appears above the traffic symbol; if below, the altitude separation text is
preceded by a “-” symbol and appears below the traffic symbol. An altitude
trend up/down arrow is displayed to the right of the traffic target symbol
when the relative climb or descent speeds are greater than 500 ft/min in
either direction.
Traffic is overlaid on the following pages:
• Traffic Map Page
• Nearest Pages
• Active Flight Plan Page
• PFD Inset Map
• PFD Forward Looking Depiction Area
(when SVS is selected ON)

7-22
SECTION 7

Traffic Advisory System (TAS) – Optional (continued)
TAS Alerts
Traffic is displayed according to TCAS symbology using four different
symbols.
1. Non-Threat Traffic – An open white diamond with black center indicates
traffic is beyond a 6 nm range and greater than ± 1200 feet from the
requesting aircraft.
2. Proximity Advisory (PA) – A solid white diamond indicating that the
intruding aircraft is within ± 1200 feet and 6 nm range, but is still not
considered a TA threat.
3. Traffic Advisory (TA) – A solid yellow circle that indicates that
traffic has met the criteria for a traffic advisory and is considered to be
potentially hazardous. A yellow TRAFFIC annunciation is displayed at
the top left of the attitude indicator on the PFD and an alert is heard in
the cockpit, advising “Traffic”, along with additional voice information
about the bearing, relative altitude, and approximate distance from the
intruder that triggered the TA. For example, the voice alert “Traffic,
11 o’clock high, three miles” would indicate that the traffic is in front
of and slightly to the left of the own aircraft, above own altitude, and
approximately three nautical miles away. A TA will be displayed for a
minimum of 8 seconds, even if the condition(s) that triggered the TA are
no longer present.
4. Traffic Advisory Off Scale – On the Traffic Map page, a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside of
the range of the map, will be displayed at the edge of the scale on the
azimuth of the detected traffic. On the map page the off-scale traffic
advisory is provided in a text box located on the lower left corner of the
map.
Traffic information for which TAS is unable to determine the bearing (non-
bearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of maps other than the Traffic Map Page on
which traffic can be displayed.
ADS-B traffic will be displayed with similar TAS symbology in the shape
of an arrow head. Range of ADS-B traffic will be limited to the TAS
surveillance volume. See the G1000 NXi pilot’s guide for more
information.

SECTION 7

TAS customization options are available to the pilot by depressing the
MENU key while on the Navigation Map Page, and then selecting “Map
Setup” then “Traffic” Group. TAS traffic may also be displayed on
the Navigation Map by selecting the MAP softkey and then selecting
TRAFFIC softkey.
Terrain Proximity
NOTE
If the G1000 system is configured to use the
optional Terrain Awareness and Warning System
(TAWS), Terrain Proximity will not be available
for use.
G1000 Terrain Proximity is a terrain awareness system that increases situational
awareness and aids in preventing controlled flight into terrain (CFIT). It is simi-
lar to the Terrain Awareness and Warning System (TAWS) but does not comply
with TSO-C151b certification standards. Terrain Proximity does not provide
warning annunciations or voice alerts but it does provide color indications on
map displays when terrain and obstacles are within a certain altitude threshold
from the aircraft. Although the terrain and obstacle color map displays are the
same, TAWS uses a more extensive database and more sophisticated algorithms
to assess aircraft distance from terrain and obstacles. The terrain and obstacles
database may not contain all obstructions, so the information provided should
be used as an aid to situational awareness and should never be used to navigate
or maneuver around terrain.
GPS altitude is derived from satellite position and may differ from baro-cor-
rected altitude read from the altimeter. It is converted to mean sea level (MSL) -
based altitude (GPS-MSL altitude) and is used in conjunction with GPS position
to calculate and predict the aircraft’s flight path in relation to the surrounding
terrain and obstacles, whose altitudes are also referenced to MSL.

SECTION 7

Terrain Proximity (continued)
System Status:
Terrain Proximity requires the following components to operate properly:
• valid 3-D GPS position
• valid terrain/obstacle database
If Terrain Proximity does not have a valid 3-D GPS position, a yellow “No
GPS Position” text will be displayed at the center of the Terrain Proximity
Page and on the PFD inset map if terrain is selected. If there is not a valid
terrain/obstacle database, the system will not display the yellow and red
colors associated with the offending obstacles and terrain.
Operation of Terrain Proximity:
Terrain is displayed on the following pages:
• Terrain Proximity Page
• Flight Plan Page
• PFD Inset Map
To display terrain data on maps other than the Terrain Proximity page,
select the MAP softkey (select INSET softkey for the PFD inset map) on
the Navigation Map Page and then select the TERRAIN softkey. When
Terrain Proximity is selected on maps other than the Terrain Proximity
Page, an icon to indicate the feature is enabled for display, and a legend for
Terrain Proximity colors is shown.
Terrain customization options are available by pressing the MENU key
while on the Navigation Map page, and then selecting “Map Setup”
then “Map” group. Options selected on the Navigation Map page will
be used on other map pages (less the Terrain Proximity page itself) that
display terrain information. Additional information about obstacles can be
displayed by panning over the display on the map. The panning feature
is enabled by depressing the RANGE knob then pushing the knob in the
desired direction until it is over the obstacle of interest. There is no inhibit
function associated with Terrain Proximity, as there are no aural or visual
alerts to inhibit.

SECTION 7

Terrain Proximity (continued)
Terrain Proximity Page:
The Terrain Proximity page is specialized to show terrain and obstacle
data in relation to the aircraft’s current altitude, without clutter from the
basemap. Aviation data (airports, VORs, and other NAVAIDs) can be
displayed for reference.
Aircraft orientation on this map is always heading up unless there is no
valid heading. Two views are available relative to the position of the
aircraft: the 360° default display and the radar-like ARC (120°) display.
Map range is adjustable with the RANGE Knob from 1 to 200 nm, as
indicated by the map range rings (or arcs).
Operation of Terrain Proximity:
The Terrain Proximity Page is located in the Map Page Group on the MFD.
On all pages that display terrain data, obstacles and terrain are depicted
with the following colors:
• Red - above or within 100 feet below the aircraft altitude.
• Yellow - between 100 feet and 1000 feet below the aircraft altitude.
• Black - more than 1000 feet below the aircraft altitude.
Terrain Proximity Alerts:

Terrain Proximity does not provide warning annunciations or voice alerts
associated with obstacles or terrain.
Terrain Awareness and Warning System (TAWS -B) – Optional
The Terrain Awareness and Warning System (TAWS-B) is an optional feature
used to increase situational awareness and aid in reducing CFIT. TAWS-B
provides visual and aural cautions and warning alerts when terrain and obstacles
are within a given altitude threshold from the aircraft. The displayed alerts and
warnings are advisory in nature only. TAWS-B satisfies TSO-C151b Class B
certification requirements whereas the more limited Terrain Proximity does not.

SECTION 7

Terrain Awareness and Warning System (TAWS -B) – Optional (cont.)
TAWS-B uses terrain and obstacle information supplied by government sources.
Terrain information is based on terrain elevation information in a database that
may contain inaccuracies. Individual obstructions may be shown if available in
the database. The data undergoes verification by Garmin to confirm accuracy
of the content per TSO-C151b standards, however, the displayed information
should never be understood as being all-inclusive, and data may be inaccurate.
For additional safety, the terrain system incorporates Garmin’s WireAware™
wire obstacle information. The system shows wire obstacles such as power lines
on maps as well as the Synthetic Vision display. For the Terrain-SVT and
TAWS-B only, this system can also issue cautions or warnings for potential
impact with wire obstacles.
WireAware database information includes Hazardous Obstacle Transmission
(HOT) power lines which are typically high voltage transmission lines depicted
on VFR Sectional charts, and are considered of special interest to fixed-wing
pilots. These include power lines which may span rivers, valleys, canyons, or be
in close proximity to airports.
WireAware database coverage is mostly limited to tall transmission lines and
their associated support structures. It does not typically have information for
the smaller utility poles or lines. WireAware obstacle database coverage exists
mainly in the United States; with limited coverage in portions of Canada and
Mexico. The height of the wire obstacles is commonly estimated and should not
be relied upon for maneuvering decisions.
TAWS-B uses information provided from the GPS receiver to provide a hori-
zontal position and altitude. GPS altitude, derived from satellite measurements,
is converted to the height above geodetic sea level (GSL), which is the height
above MSL calculated geometrically. GPS position and GSL altitude is used to
generate TAWS-B terrain and obstacle alerts. GSL altitude accuracy is affected
by satellite geometry, but is not subject to variations in pressure and temperature
that normally affect pressure altitude sensors. GSL altitude does not require local
altimeter settings to determine MSL altitude.

SECTION 7

Terrain Awareness and Warning System (TAWS-B) – Optional (continued)
System Status:
During G1000 power-up, TAWS-B conducts a self-test of its aural and
visual annunciations. The system test can also be manually initiated by
selecting the TAWS-B page then depress the MENU key, then select the
“Test TAWS” option. An aural alert “TAWS System Test OK” or “TAWS
System Failure” is issued at test completion regardless of whether the
test was initiated automatically or manually. TAWS-B System Testing is
disabled when ground speed exceeds 30 knots.
TAWS-B requires the following to operate properly:
• A valid terrain/obstacle/airport terrain database
• A valid 3-D GPS position solution
If a valid 3-D GPS position solution and vertical accuracy requirements
are not attained, or the aircraft is out of the database coverage area, a
TAWS N/A annunciation will appear on the TAWS-B page and the aural
annunciation “TAWS Not Available” is heard. When the GPS signal is
re-established and the aircraft is within the database coverage area, the
aural message “TAWS Available” is heard.
Operation of TAWS-B:
Terrain is displayed on the following pages:
• TAWS Page
• Flight Plan Page
• PFD Inset Map
To display terrain data on maps other than the TAWS-B page, select
the MAP softkey (select INSET softkey for the PFD inset map) on the
Navigation Map page and then select the TERRAIN softkey. When
TAWS-B is selected on maps other than the TAWS-B page, an icon to
indicate the feature is enabled for display and a legend for TAWS-B terrain
colors is shown.

SECTION 7

Operation of TAWS-B (continued)
Terrain customization options are available by pressing the MENU key
while on the Navigation Map page, and then selecting “Map Setup” then
“Map” group. Options selected on the Navigation Map page will be used
on other map pages (less the TAWS-B page itself) that display terrain
information. Additional information about obstacles can be displayed by
panning over the display on the map. The panning feature is enabled by
depressing the RANGE knob then pushing the knob in the desired direction
until it is over the obstacle of interest.
To inhibit the aural and visual Premature Descent Alert (PDA) and
Forward Looking Terrain Awareness (FLTA) alerts (RTC, ITI, RLC,
ILI, ROC, and IOI), press the INHIBIT softkey on the TAWS-B page, or
depress the MENU key then select “Inhibit TAWS” or “Enable TAWS”
depending on the current state. In either case, inhibiting and enabling
TAWS alerts depends on the status of the INHIBIT softkey as the INHIBIT
softkey performs both functions. Use caution when inhibiting TAWS as
the system should be enabled when appropriate. Once TAWS is inhibited,
a TAWS INH alert annunciation is displayed on the TAWS-B page of the
MFD and at the upper left corner of the altitude tape on the PFD.
NOTE
If the TAWS system has failed or the TAWS
alerts are inhibited manually when the Final
Approach Fix is the active waypoint on a GPS
SBAS approach, a LOW ALT annunciation may
appear on the PFD next to the altimeter if the
current aircraft altitude is at least 164 feet below
the prescribed altitude at the Final Approach Fix.

SECTION 7
PFD/MFD Alert *Response

Alert Type Annunciation MFD Pop-Up Alert Aural Message Technique
Excessive Descent
Rate Warning (EDR)
PULL-UP PULL-UP
“Pull Up” WARNING
Reduced Required
“Terrain, Terrain;
Terrain Clearance PULL-UP TERRAIN - PULL-UP
Pull Up, Pull Up”
WARNING
Warning (RTC)
Imminent Terrain “Terrain Ahead, Pull Up;
Impact Warning (ITI)
PULL-UP TERRAIN AHEAD - PULL-UP
Terrain Ahead, Pull Up”
WARNING
Reduced Required
“Wire, Wire;
Line Clearance PULL-UP WARNING - WIRE
Pull Up, Pull Up”
WARNING
Warning (RLC)
Imminent Line “Wire Ahead;
Impact Warning (ILI)
PULL-UP WIRE AHEAD - PULL-UP
Pull Up, Pull Up”
WARNING
Reduced Required
“Obstacle, Obstacle;
Obstacle Clearance PULL-UP OBSTACLE - PULL-UP
Pull Up, Pull Up”
WARNING
Warning (ROC)
Imminent Obstacle “Obstacle Ahead, Pull Up;
Impact Warning (IOI)
PULL-UP OBSTACLE AHEAD - PULL-UP
Obstacle Ahead, Pull Up”
WARNING
Reduced Required
“Caution, Terrain;
Terrain Clearance TERRAIN CAUTION - TERRAIN
Caution, Terrain”
CAUTION
Caution (RTC)
Imminent Terrain “Terrain Ahead;
Impact Caution (ITI) TERRAIN TERRAIN AHEAD
Terrain Ahead”
CAUTION
Reduced Required
“Caution, Wire;
Line Clearance TERRAIN CAUTION - WIRE
Caution, Wire”
CAUTION
Caution (RLC)
Imminent Line “Wire Ahead;
Impact Caution (ILI) TERRAIN WIRE AHEAD
Wire Ahead”
CAUTION
Reduced Required
“Caution, Obstacle;
Obstacle Clearance TERRAIN CAUTION - OBSTACLE
Caution, Obstacle”
CAUTION
Caution (ROC)
Imminent Obstacle “Obstacle Ahead;
Impact Caution (IOI) TERRAIN OBSTACLE AHEAD
Obstacle Ahead”
CAUTION
Premature Descent
Alert Caution (PDA) TERRAIN TOO LOW - TERRAIN “Too Low, Terrain” CAUTION
Altitude Callout
None None “Five-Hundred” N/A
“500”
Excessive Descent
Rate Caution (EDR)
TERRAIN SINK RATE “Sink Rate” CAUTION
Negative Climb Rate

Caution (NCR)
TERRAIN DON’T SINK “Don’t Sink” CAUTION
* See associated Response Techniques checklists on page 7-32.

TAWS-B Alert Types
Table 7-1

SECTION 7

TAWS-B Page:
The TAWS-B page is located in the Map Page Group on the MFD.
The TAWS page is specialized to show terrain, obstacle, and potential
impact point data in relation to the aircraft’s current altitude without clutter
from the base map. Aviation data (airports, VORs, and other NAVAIDs)
can be displayed for reference. If an obstacle and the projected flight path
of the aircraft intersect, the display automatically zooms in to the closest
potential point of impact on the TAWS-B page.
Aircraft orientation on this map is always heading up unless there is no
valid heading. Two views are available relative to the position of the
aircraft: the 360° default display and the radar-like ARC (120°) display.
Map range is adjustable with the RANGE knob from 1 to 200 nm, as
indicated by the map range rings or arcs.
On all pages that display terrain data, the obstacles and terrain are depicted
with the following colors:
• Red - above or within 100 feet below the aircraft altitude.
• Yellow - between 100 feet and 1000 feet below the aircraft altitude.
• Black - more than 1000 feet below the aircraft altitude.
TAWS-B Alerts:
Alerts are issued when flight conditions meet parameters that are set
within TAWS-B software algorithms. TAWS-B alerts typically employ
a CAUTION or a WARNING alert severity level, or both. When an alert
is issued, visual annunciations are displayed on the PFD and MFD, and
aural alerts are simultaneously issued. The TAWS-B Alert Annunciation
is shown at the upper left of the altimeter tape on the PFD and below the
Terrain Legend on the MFD. If the TAWS-B page is not displayed at the
time, a pop-up alert appears on the MFD. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed page), or
• Press the ENT Key (accesses the TAWS-B page).
TAWS-B alert types are shown in Table 7-1.

SECTION 7

TAWS-B Alerts (continued)
Response Technique – WARNING:
1. Level the wings while simultaneously adding maximum power.
2. Smoothly pitch up at a rate of 2° to 3° per second towards an initial
target pitch attitude of 15°.
3. Adjust pitch attitude to ensure terrain clearance while respecting stall
warning. If the flaps are extended, retract flaps to the up position.
4. Continue climb at best angle of climb speed (Vx) until terrain or obstacle
clearance is assured.
• Only vertical maneuvers are recommended unless operating in Visual
Meteorological Conditions (VMC) or the pilot determines, after using
all available information and instruments, that a turn, in addition to the
vertical escape maneuver, is the safest course of action.
• Pilots are authorized to deviate from an air traffic control (ATC)
clearance to the extent necessary to comply with a TAWS warning.
Pilots should notify ATC of any deviation after the TAWS threat is
eliminated.
Response Technique – CAUTION:

1. Take positive corrective action until the alert ceases.
2. Based on analysis of all available instruments and information:
• Stop descending, or
• Initiate a climb, and/or
• Turn as necessary.

SECTION 7

Garmin Datalink (GDL) – Optional
SiriusXM Weather and SiriusXM Satellite Radio® entertainment services is
provided through the optional GDL 69eA, a remote-mounted data-link satellite
receiver. SiriusXM Satellite Weather and SiriusXM Satellite Radio® services,
available by subscription, have coded IDs unique to the installed unit. These
coded ID’s must be provided to activate service. These ID’s are located on the
label on the back of the data link receiver and on the SiriusXM Information
Page on the MFD and in the SiriusXM Satellite Radio Activation Instructions
included with the unit. SiriusXM uses the coded IDs to send an activation sig-
nal that allows the G1000 system to display weather data and/or entertainment
programming.
NOTE
Pulling the XM circuit breaker will disable the
Garmin Datalink (GDL), which include SiriusXM
weather.
SiriusXM Weather:
Received graphical weather information and associated text is displayed
on the Multi Function Display (MFD) and the Primary Flight Display
(PFD) inset map. SiriusXM satellite weather operates in the S-band
frequency range and provides continuous reception capabilities at any
altitude throughout North America.
The primary map for viewing SiriusXM Weather data is the Weather
Data Link page in the Map page group. This is the only G1000 map
display capable of showing information for all available SiriusXM weather
products.
Selecting the products for display on the Weather Data Link page is made
by pressing the softkey associated with that product. The label for the
product is shown in capital letters in the Weather Products column in
Table 2. When a weather product is selected for display, the corresponding
softkey label changes to gray to indicate the product is enabled.
Unavailable weather products have subdued softkey labels (softkeys are
disabled from selection).

7-33
SECTION 7

Garmin Datalink (GDL) – Optional (continued)
SiriusXM Satellite Weather (continued)
NOTE
Echo Tops and Cloud Tops are not selectable at
the same time due to their color similarities.
The following pages can display various portions of XM Weather data:
• Navigation Map
• Weather Datalink Page (able to display all XM Weather data)
• Weather Information Page
• AUX - Trip Planning Page
• Nearest Pages
• Flight Plan Pages
• PFD Inset Map
When a weather product is active on the Weather Data Link page or the
Navigation Map page, the age of the data is displayed on the screen. The
product age shown on the display is the elapsed time (in minutes) since
the weather data provider compiled the weather product. This age can be
significantly different (newer) than the actual age of the weather contained
within the weather product. Weather products are broadcast at specific
intervals.
If for any reason, a weather product is not refreshed within the broadcast
rate intervals, the system removes the expired data from the display and
shows dashes instead of the product age. This ensures that the displayed
data is consistent with what is currently being broadcast by SiriusXM
weather service. If more than half of the expiration time has elapsed,
the color of the product age changes to yellow. If the data for a weather
product is not available, the system displays “N/A” instead of product age
next to the weather product symbol.
Table 2 shows the weather product symbols, the expiration time and
the broadcast rate. The broadcast rate represents the interval at which
SiriusXM weather service transmits new signals that may or may not
contain updated weather products. It does not represent the rate at which
weather information is updated or new data is received by the Data Link
Receiver. Weather data are refreshed at intervals defined and controlled by
XM Satellite Radio and their data vendors.

7-34
SECTION 7

SirusXM Satellite Weather (continued)
Expiration Time Broadcast Rate
Weather Product Symbol
(minutes) (minutes)
5 (U.S.)
NEXRAD 30
10 (Canada)
Cloud Top
60 15
(CLD TOP)
Echo Top
30 7.5
(ECHO TOP)
SirusXM Lightning (XM
30 5
LTNG)
Cell Movement
30 5
(CELL MOV)
SIGMETs/AIRMETs
60 12
(SIG/AIR)
METARs 90 12
City Forecast
60 12
(CITY)
Surface Analysis
60 12
(SFC)
Freezing Levels
60 12
(FRZ LVL)
Winds Aloft
60 12
(WIND)
County Warnings
60 5
(COUNTY)
Cyclone Warnings
60 12
(CYCLONE)
Icing Potential
90 22
(CP and SLD) (ICING)
Pilot Weather Report
90 12
(PIREPs)
Air Report
90 12
(AIREPs)
Turbulence
180 12
(TURB)
No Radar Coverage
No product image 30 5
(RADAR CVRG)
TFRs No product image 60 12
TAFs No product image 60 12
Weather Product Symbols, Expiration Times and Broadcast Rates

Table 2

7-35
SECTION 7

SirusXM Satellite Weather (continued)
Customizing the Weather Data Link page is possible by selecting Weather

Data Link page from the Map group, press the MENU key, select Weather
Setup option from the Page Menu and press the ENT key. Turn the large
FMS knob to scroll to a weather product of interest then rotate the small
FMS knob to scroll through the options for each product (ON/OFF, range
settings, etc.). Press the ENT key to select the option then press the FMS
knob or the CLR key to return to the Weather Data Link page with the
changed settings.
Customizing Weather Data Link options is also available on the Navigation
Map page. Proceed to the Navigation Map page, depress the MENU key,
highlight the Map Setup option and press the ENT key, turn the small FMS
knob to highlight the Weather group, turn the large FMS knob to highlight
and move between the product selections. When an item is highlighted,
turn the small FMS knob to select the option and press the ENT key. Press
the FMS knob or the CLR key to return to the Navigation Map page with
the changed settings.
Data Logger:
An optional GDL 59 may be installed to provide a Wi-Fi transceiver
for transmitting data collected from the G1000 for trend monitoring and
maintenance planning. The stored data logs can include engine trend and
exceedance data, system maintenance data, and crew advisory system
(CAS) messages. The system can store up to two gigabytes of data. Post
flight reports can be sent wirelessly to a Wi-Fi hotspot through the GDL
59’s Wi-Fi transceiver either manually via the MFD or configured for
automatic upload.

SECTION 7

SirusXM Radio Entertainment:
The optional SirusXM Satellite Radio can receive the S-band, SirusXM
Satellite Radio® entertainment services at any altitude throughout the
Continental U.S. Based on signals from satellites, coverage far exceeds
land-based transmissions.
XM Radio is never muted for the cabin passengers unless a stereo input to
the stereo input jack is installed. XM Radio is automatically muted for the
front seat crew members during the following conditions:
• Aircraft radio reception
• Push-to-talk switch activation
• AIRSPEED voice alert
• STALL voice alert
• CHECK GEAR voice alert
• Marker beacon audio activity
• Master caution and master warning chimes
• Audible system messages
The XM Radio Page provides information and control of the audio
entertainment features of the SirusXM Satellite Radio. To get to the XM
Radio page, proceed to the AUX Page Group on the MFD, turn the small
FMS knob to the AUX-XM Information page and select the RADIO
softkey.

SECTION 7
Databases
The G1000 utilizes several databases. Database titles display in yellow if
they have expired. Database cycle information is displayed on the MFD at
power up, but more detailed information is available on the AUX pages.
Internal database validation prevents incorrect data from being displayed.
The upper Secure Digital (SD) data card slot is typically vacant as it is used
for software maintenance and navigational database updates. The lower
data card slot should contain a data card with the system’s terrain/obstacle
information and optional data such as Safe Taxi, FliteCharts and JeppView
electronic charts.
NOTE
Database coverage areas are shown in Section
2.27 (c).
Safe Taxi Database
The Garmin Safe Taxi database contains detailed airport diagrams for
selected airports. These diagrams aid in the following of ground control
instructions by accurately displaying the aircraft position on the map
in relation to taxiways, ramps, runways, terminals and services. This
database is updated on a 56-day cycle and has no expiration date.
Terrain Database
The terrain databases are updated periodically and have no expiration
date.
Obstacle Database
The obstacle database contains data for obstacles that are 200 feet and
higher. This database is updated on a 56-day cycle and has no expiration
date. It is important to note that not all obstacles are charted and
therefore may not be in the obstacle database.
Navigation Database
The navigation database is updated on a 28-day cycle.

SECTION 7
Databases (continued)
FliteCharts Database
The Garmin FliteCharts database contains procedure charts for the
purchased coverage area. This database is updated on a 28-day cycle.
If not updated within 180 days of the expiration date, FliteCharts will
no longer function.
JeppView Database
The Jeppesen JeppView electronic charts database contains procedure
charts for the purchased coverage area. An own-ship position icon will
be displayed on these charts. This database is updated on a 14-day
cycle. If not updated within 70 days of the expiration date, JeppView
will no longer function.

AUTOPILOT CONTROLS
Controls for selecting lateral and vertical flight director modes and for engag-
ing/disengaging autopilot and flight director, are located on the MFD bezel.
Additional autopilot related functions are controlled by the following:
A/P DISC / TRIM INTER Switch – Autopilot Disconnect and Trim Interrupt
switch located on the control wheel. Depressing this red switch interrupts the
electric pitch trim and disconnects the autopilot.
Electric Pitch Trim Switch – Split switch located on the control wheel.
Commands nose up or nose down pitch trim when both halves of the switch are
operated simultaneously.
CWS Switch – Control Wheel Steering switch located on the control wheel.
While this switch is depressed, the autopilot servos are disconnected, allowing
the pilot to fly the airplane manually.
TO/GA Switch – Optional Takeoff/Go-Around switch located in the left throttle
lever. Depressing this switch commands the flight director to an initial takeoff
or go-around pitch attitude.
LVL Switch - Optional Level mode switch located on the instrument panel
above the MFD. Depressing this blue switch activates the autopilot Level Mode,
which engages the autopilot and commands the airplane to level pitch and roll
attitudes.

7-39
SECTION 7

(continued)
AUTOPILOT OPERATION
When the AVION MASTER switch is selected ON, the GFC700 automatically
conducts a self-test, as indicated by a white boxed PFT on the PFD. Successful
completion of this self-test is indicated by extinguishing the PFT with no AP
failure indications and an autopilot “warble” tone (the same tone as autopilot
disconnect). If the GFC700 preflight test is not completed successfully, the
autopilot and electric pitch trim will not function.
Selected autopilot modes are displayed on the AFCS Status Box at the top of the
PFD. Lateral modes are displayed on the left, autopilot status is in the middle,
and vertical modes are on the right. All active modes are shown in green and
armed modes are white.
Pressing the AP key activates the autopilot and flight director in the default
ROL and PIT modes. Pressing the FD key activates only the flight director in
default ROL and PIT modes. Pressing any key associated with a valid lateral or
vertical mode activates that mode and the default mode in the opposing axis. For
example, pressing the ALT key activates the flight director in ALT hold mode
with the default lateral (ROL) mode. Re-selection of any valid lateral or verti-
cal mode toggles between the selected mode and the default mode for that axis.
If the information required to compute a flight director mode becomes invalid or
unavailable, the flight director automatically reverts to the default mode for that
axis. A flashing amber mode annunciation and annunciator light indicate loss
of sensor (ADC) or navigation data (VOR, LOC, GPS, VNV, SBAS) required
to compute commands. If the loss occurs in the lateral axis, the system defaults
to ROL mode and rolls wings level. If the loss occurs in the pitch axis, the sys-
tem defaults to PIT mode and maintains the current pitch attitude. The flashing
annunciation stops when the affected mode key is pressed, another mode for the
axis is selected, or after 10 seconds, if no action is taken.

SECTION 7

(continued)
Autopilot Disengagement Methods:
The autopilot can be disengaged manually by the following “normal” methods
which are indicated by an amber flashing AP annunciation:
• Pressing the A/P DISC / TRIM INTER switch on the control wheel
• Activation of either half or both halves of the manual electric pitch trim
switch on the control wheel
• Pressing the AP key on the MFD
• Pressing the TO/GA switch on the throttle (if optional Underspeed
Protection not installed)
The autopilot can be disengaged manually by the following “abnormal”
methods which are indicated by a red flashing AP annunciation:
• Pulling the AUTOPILOT or PITCH TRIM circuit breaker
• Activation of the stall warning system (if optional Underspeed
Protection not installed)
The autopilot can be momentarily disengaged by pressing and holding the CWS
switch on the control wheel.
The autopilot will disengage automatically under the following conditions

which are indicated by a red flashing AP annunciation:
• Internal autopilot system failure
• Total AHRS failure
• Total ADC failure
• Inability to compute default flight director modes
After any autopilot disengagement, the aural disconnect alert can be canceled
by pressing the A/P DISC switch or manual electric pitch trim switches
AUTOPILOT FEATURES
Overspeed Recovery Mode
Overspeed Recovery attempts to prevent the aircraft from exceeding Vne by
providing a flight director pitch up command whenever the airspeed trend
vector exceeds Vne. If flying manually, the pilot may follow the pitch up
commands, or if engaged, the autopilot will follow the command. The pitch
up command will not exceed that for level flight; to decelerate more rapidly
the pilot should reduce engine power. When Overspeed Recovery is active, an

SECTION 7
AUTOPILOT FEATURES (continued)

Overspeed Recovery Mode (continued)
amber MAXSPD is displayed above the airspeed tape. Overspeed Recovery
is not active in ALT or GS modes and the airspeed reference (FLC) cannot be
adjusted while in Overspeed Recovery mode.
Takeoff Mode (Optional)
Takeoff Mode allows the pilot to manually follow the flight director command
bars after takeoff rotation. Takeoff Mode is activated by pressing the TO/GA
switch on the left throttle lever while on the ground. Whenever Takeoff Mode
is active, “TO” will be displayed as the lateral and vertical modes in the AFCS
status box.
Go-Around Mode (Optional)
Go-Around Mode allows the pilot to manually follow the flight director
command bars during a go-around maneuver. Go-Around Mode is activated by
pressing the TO/GA switch on the left throttle lever while in flight. Whenever
Go-Around Mode is active, “GA” will be displayed as the lateral and vertical
modes in the AFCS status box. Autopilot coupled Go-Around is available as an
optional feature. During a coupled go-around the autopilot remains engaged and
the pilot must add power and reduce drag according to the Go-Around checklist
(Section 4).
Underspeed Protection (Optional)
Underspeed Protection (USP) is a flight director function that provides low
speed awareness and prevents the airplane from stalling. The autopilot must
be engaged for USP to function. An AIRSPEED aural alert and an amber
MINSPD annunciation activates to indicate a low airspeed condition. If
airspeed continues to decrease, a USP ACTIVE CAS warning is triggered
and the airplane pitches down. If the flight director is in a non-altitude critical
mode (VS, VNAV, PIT, LVL or FLC) the airplane pitches down to maintain
airspeed above the stall warning speed. If the flight director is in an altitude
critical mode (ALT, GP, GS, TO or GA) the airplane may decelerate to stall
warning. After stall warning the airplane rolls wings level and pitches down
to achieve and maintain a speed approximately two knots above stall warning.
When in USP mode, the flight director modes remain unchanged, and the pitch
mode annunciation turns white. In all cases, the pilot should take action to exit
the underspeed condition by increasing engine power and decreasing drag as
appropriate.

7-42
SECTION 7
AUTOPILOT FEATURES (continued)

Level Mode (Optional)
WARNING
Do not press the LVL switch if an autopilot or
pitch trim malfunction is suspected.
Level Mode commands the airplane to wings level and zero vertical speed. It
is activated by pressing the blue switch (labeled LVL) at the top center of the
instrument panel. Level Mode may be activated at anytime with the autopilot
engaged or disengaged. Activation is indicated by green LVL and LVL for
lateral and vertical modes respectively. Level mode should not be relied upon if
the autopilot is operating in any failure condition.
Electronic Stability and Protection (Optional)

Electronic Stability and Protection (ESP) provides a control force feedback to
deter the pilot from operating outside a defined envelope. ESP functions only
when the autopilot is operable, but is disengaged. As the aircraft approaches the
defined operating limits, the autopilot servos automatically engage to nudge the
aircraft back to the nominal operating envelope. The pilot can easily overpower
the restoring tendency, and may interrupt ESP with the AP disconnect or
CWS switches. At any time (usually for training reasons), the ESP function
may be disabled from the AUX – SYSTEM SETTINGS page on the MFD.
When disabled in this manner, ESP OFF is displayed. ESP will automatically
re-enable after each electrical power cycle. If ESP has failed, an ESP FAIL
system message will be displayed under the Messages softkey on the PFD.
Expanded Engagement Envelope (Optional)

Expanded engagement envelope allows autopilot engagement up to the pitch
and roll attitudes shown in the autopilot limitations of Section 2. If the autopilot
is engaged at a pitch or roll attitude within the expanded engagement envelope
but beyond the maximum autopilot command limits, the airplane will be pitched
or rolled to the maximum autopilot command limits.

SECTION 7
Audio Panel
The audio panel contains traditional transmitter and receiver selectors, as
well as an integral intercom and marker beacon system. The marker beacon
lights appear on the PFD and the marker beacon audio can be heard over the
headsets or cockpit speaker. In addition, a clearance recorder records the last
2½ minutes of received audio. Lights above the audio panel selection buttons
indicate which selections are active. If a failure of Com 1 and Com 2 occurs,
a fail-safe communications path is available between the pilot’s headset/
microphone and Com 1. The fail-safe communications path is activated by
pulling the AUDIO MKR circuit breaker located on the circuit breaker panel.
The PILOT knob located towards the bottom of the audio panel allows
switching between volume and squelch control as indicated by illumination of
VOL or SQ. Turn the knob to adjust intercom volume or squelch. The MAN SQ
key must be selected to allow squelch adjustment.
The red DISPLAY BACKUP button at the bottom of the audio panel allows
manual selection of the reversionary display mode. Reversionary mode is
selected when the red button is extended, normal display mode is selected when
the button is depressed.
Transponders
The standard equipment GTX 335R transponder provides Mode A, Mode C,
Mode S and ADS-B Out capabilities. The optional GTX345R transponder
includes all standard features, plus ADS-B In capabilities, TIS-B traffic and
FIS-B weather.

SECTION 7
STANDBY INSTRUMENT
The aircraft may be equipped with either an Aspen standby instrument or
Garmin G5 standby instrument. Both instruments are fully digital, independent
flight instrument displays which provide attitude, barometric altitude, airspeed,
heading, vertical speed, slip/skid and turn rate indications. The purpose of these
standby flight instruments is to provide a reference to crosscheck the G1000
system information for system reliability and to display basic flight information
during a G1000 system failure.
The standby instrument is located to the left of the PFD in direct view of the
pilot. During normal operation, power is provided by the essential bus. During
an alternator failure, the standby instrument will continue to operate on the
essential bus until the primary battery is depleted. The standby instrument will
then operate on the emergency battery/bus for 30 minutes permitting the pilot to
find a suitable landing location.
Aspen Standby Instrument

In the event of a complete electrical failure of the alternator, primary and
emergency batteries; the Aspen standby instrument will revert to its internal
battery allowing approximately 30 additional minutes of operation. In this
occurrence the Aspen standby instrument will illuminate an “ON BAT”
annunciation and display an estimated battery charge state. For a detailed
system description of the Aspen standby unit, refer to Aspen Evolution
Backup Display (EBD) Pilot’s Guide P/N 091-00027-001, Revision A, or later
appropriate revision.
Garmin G5 Standby Instrument

In the event of a complete electrical failure of the alternator, primary and
emergency batteries; the Garmin G5 standby instrument will revert to its
internal battery allowing approximately four hours of additional operation. In
this occurrence the Garmin G5 standby instrument will display a battery status
indicator showing battery endurance in hours and minutes.

SECTION 7
STANDBY INSTRUMENT (continued)

Garmin Standby Instrument Operation
The Garmin G5 standby instrument will power on with the application of
aircraft power. The display will automatically power down when aircraft power
is removed during aircraft shutdown. If there is a desire to power down the G5
standby unit without removing aircraft power, press and hold the power button.
The Garmin G5 standby knob performs the following functions:

Press to access the Menu.
Press From the Menu, press to select the desired menu item.
Press to accept the displayed value when editing numeric data or selecting from a list.
From the Menu, turn the knob to move the cursor to the desired menu item.
Turn Turn to select the desired value when editing numeric data or selecting from a list.
Turn to adjust the baro setting.
Backlight Intensity Adjustment:

The Garmin G5 powers up in the Auto adjustment mode.
To select Manual backlighting mode from Auto backlighting mode:
1. While the unit is turned on, press the Power button.
2. Turn the knob to manually adjust the backlight intensity.
3. Press the knob to close the backlight page.
To select Auto backlighting mode from Manual backlighting mode:
1. While the unit is turned on, press the Power button.
2. Press the Power button again to select Auto.
3. Press the knob to close the backlight page.

7-45a REVISED: April 2, 2020
SECTION 7
STANDBY INSTRUMENT (continued)

System Messages
The Garmin standby has the capability of displaying system messages to
the crew along the bottom of the display. A system message is indicated
through a white indication on the G5.
Messages can be displayed by pressing the Garmin G5 standby knob,
and selecting the Message menu item.
Refer to Garmin G5 Electronic Flight Instrument Pilot’s Guide for

Certified Aircraft, part number 190-01112-12 Rev D (or later approved
revisions), for a list of system messages and description of the Garmin
G5 standby flight instrument. This reference material is not required to
be on board the aircraft but does contain a more in depth description of
all the functions and capabilities of the Garmin G5 standby instrument.
NOTE
The standby instrument must be checked for
proper operation prior to flight. IFR flight is
prohibited when any component of the standby
instrument is inoperative.

REVISED: April 2, 2020 7-45b
SECTION 7
7.11 LANDING GEAR

The Seminole is equipped with hydraulically operated, fully retractable,
tricycle landing gear. On takeoff, the gear should be retracted before an airspeed
of 109 KIAS is exceeded. The landing gear may be lowered at any speed up to
140 KIAS.
NORMAL OPERATION
Hydraulic pressure for gear operation is furnished by an electrically
powered, reversible hydraulic pump (refer to Figures 7-9 and 7-11). The pump
is activated by a two-position gear selector switch located to the left of the
control quadrant on the instrument panel (Figure 7-7). The gear selector switch
which has a wheel-shaped knob must be pulled out before it is moved to the UP
or DOWN position. When hydraulic pressure is exerted in one direction the gear
is retracted; when it is exerted in the other direction the gear is extended. Gear
extension or retraction normally takes six to seven seconds.
CAUTION
If the landing gear is in transit and the hydraulic
pump is running , do not move the gear selector
switch to the opposite position before the gear has
reached its full travel limit. A sudden reversal may
damage the hydraulic pump.

7-46
SECTION 7
7.11 Landing Gear (continued)

When the gear is fully extended or fully retracted and the gear selector is in
the corresponding position, electrical limit switches stop the flow of current to
the motor of the hydraulic pump.
When the landing gear is retracted, the main wheels retract inboard into the
wings and the nose wheel retracts aft into the nose section. Springs assist in gear
extension and in locking the gear in the down position. After the gear are down
and the downlock hooks engage, springs maintain force on each hook to keep it
locked until it is released by hydraulic pressure.
A convex mirror on the left engine nacelle serves as a taxiing aid and allows
the pilot to visually confirm the position of the nose gear.
OFF OFF
LEFT RIGHT
FUEL FUEL
PUMP PUMP
Landing Gear Selector

Figure 7-7

7-47
SECTION 7
Landing Gear Electrical System Schematic

Figure 7-9

7-48
SECTION 7
Landing Gear Hydraulic System Schematic

Figure 7-11

7-49
SECTION 7

Landing Gear Indications
Landing gear indications on the MFD can be any of the following:
• gear down: solid green circle
• gear up: hollow white circle
• gear in transit: crosshatched square
• abnormal/unknown gear position: solid red circle
Microswitches located in the landing gear system determine when the gear
are in the full up position or in the down and locked position.
The signals from these microswitches are used to display the appropriate
landing gear position on the MFD (or reversionary mode display).
The landing gear selector position is monitored. When the gear selector
disagrees with the position of the landing gear, a GEAR SYS CAS message
is displayed (warning if on the ground and caution if in flight). If the position
of the landing gear are unknown (due to disagreement of the microswitch
signals), the landing gear indications on the MFD become solid red circles and
a Master Warning or Master Caution is activated (warning if on the ground
and caution if in flight).
Landing Gear Indications

Figure 7-13

7-50
SECTION 7
Gear Position Unsafe

Should the throttle be placed in a low manifold pressure setting and/or the
flaps extended while the gear is retracted, a CHECK GEAR CAS message alerts
the pilot that the gear is retracted. The CHECK GEAR CAS message is activated
under the following conditions:
(a) The gear is not down and locked down and the manifold pressure is
below 14 inches on either one or both engines.
(b) The gear selector switch is in the UP position when the airplane is on
the ground.
(c) The gear is not down and locked and wing flaps are extended to the
second or third notch position.
The CHECK GEAR CAS message is a Caution in flight above approximately
400 feet AGL and becomes a Warning when below approximately 400 feet AGL.
Altitude above ground level (AGL) is determined by comparing GPS

altitude and position to a terrain database.
CHECK GEAR Mute

The CHECK GEAR aural alert may be muted by pressing the WARNING
or CAUTION softkey. If the aural alert is muted, the CHECK GEAR CAS
message remains in the CAS window as a reminder.
The CHECK GEAR aural alert may only be muted if it was triggered
by low manifold pressure. The CHECK GEAR aural alert triggered by flap
position can only be silenced by retracting the flaps or by extending the gear.

7-51
SECTION 7

Safety Switch
If the gear selector is placed in the UP position when the airplane is on the
ground, a squat switch located on the left main gear will prevent the hydraulic
pump from actuating when the battery master switch is turned on. On takeoff,
when the landing gear oleo strut drops to its full extension, the safety switch
closes, allowing the hydraulic pump to raise the gear. Prior to initiating the
preflight check, be sure the landing gear selector is in the DOWN position and
that the three green gear indicators are displayed once the G1000 system is
operating.
Emergency Extension
The landing gear is designed to extend even in the event of hydraulic
failure. The gear is held in the retracted position by hydraulic pressure. If the
hydraulic system lost pressure, gravity will extend the gear. To extend and lock
the gears in the event of hydraulic failure, it is necessary only to relieve the
hydraulic pressure. An emergency gear extension knob, located below and to the
left of the gear selector switch is provided for this purpose. A guard across the
knob prevents inadvertant movement. Moving the guard aside and pulling the
emergency gear extension knob releases the hydraulic pressure holding the gear
in the up position and allows the gear to fall free. Before pulling the emergency
gear extension knob, place the landing gear selector switch in the DOWN
position to prevent the pump from trying to raise the gear.
NOTE
If the emergency gear knob has been pulled out
due to a gear system malfunction, leave the control
in its extended position until the airplane has been
put on jacks and proper function of the hydraulic
and electrical systems have been verified. See
the Maintenance Manual for proper landing gear
system check out procedures.

7-52
SECTION 7
NOTE
If the emergency gear extension is used for
training purposes the emergency gear extension
knob may be pushed in again when desired, if
there has not been any apparent malfunction of the
landing gear system.
Hydraulic Reservoir
The hydraulic reservoir for landing gear operation is an integral part of the
gear hydraulic pump. Access to the combination pump and reservoir is through a
panel in the baggage compartment. For filling instructions, see the Maintenance
Manual.
Ground Operation
The nose gear is steerable through a 30 degree arc either side of center by use
of a combination of full rudder pedal travel and brakes. A gear centering spring,
incorporated in the nose gear steering system, prevents shimmy tendencies. A
bungee assembly reduces ground steering effort and dampens shocks and bumps
during taxiing. When the gear is retracted, the nose wheel centers as it enters the
wheel well, and the steering linkage disengages to reduce pedal loads in flight.
Tires
The main landing gear carries 6.00 x 6, 8-ply tires. The nose wheel has a
5.00 x 5, 6-ply tire. For information on servicing the tires, see TIRE INFLATION
in Section 8 of this Handbook.
Struts
Struts for the landing gear are air-oil assemblies. Strut exposure should be
checked during each preflight inspection. If a need for service or adjustment is
indicated, refer to the instructions printed on the units. Should more detailed
landing gear service information be required, refer to the Maintenance Manual.

7-53
SECTION 7
7.13 Brake System

Normal Operation
The brake system is designed to meet all normal braking needs. Two single-
disc, double puck brake assemblies, one on each main gear, are actuated by toe
brake pedals mounted on both the pilot’s and copilot’s rudder pedals. A brake
system hydraulic reservoir, independent of the landing gear hydraulic reservoir,
is located on the upper right side of the bulkhead in the nose compartment. Brake
fluid should be maintained at the level marked on the reservoir. For further
information see BRAKE SERVICE in Section 8 of this Handbook.
Parking Brake
The parking brake is engaged by depressing the toe brake pedals and pulling
out the parking brake knob located on the lower instrument panel below the left
control column. The parking brake is released by depressing the toe brake pedals
and pushing in the parking brake knob.
7.15 Flight Control System

Dual flight controls are installed as standard equipment. The controls
actuate the control surfaces through a cable system.
Empennage
The horizontal tail surface (stabilator) is of the all movable slab type with
an anti-servo tab mounted on the trailing edge. This tab, actuated by a control
mounted on the console between the front seats, also acts as a longitudinal
trim tab (refer to Figure 7-15).
The vertical tail is fitted with a rudder which incorporates a combination

rudder trim and anti-servo tab. The rudder trim control is located on the
control console between the front seats.
Flaps
The flaps are manually operated and spring loaded to return to the retracted
(up) position. A four-position flap control handle (Figure 7-15) located on the
console between the front seats adjusts the flaps for reduced landing speeds and
glide path control.

SECTION 7
Flap and Trim Controls

Figure 7-15
To extend the flaps, pull the handle up to the desired setting - 10, 25 or 40
degrees. To retract, depress the button on the end of the handle and lower the
control.
An over-center lock incorporated in the actuating linkage holds the right flap
when it is in the retracted (up) position so that it may be used as a step.
NOTE
The right flap will support a load only in the
fully retracted (up) position. When loading and
unloading passengers, make sure the flaps are in
the fully retracted (up) position.

7-55
SECTION 7
7.17 Fuel System

Fuel is stored in two 55 gallon fuel tanks, one in each nacelle (Figure
7-17). One gallon of fuel in each nacelle is unusable, giving a total of 108 usable
gallons. The minimum fuel grade is 100 octane. The fuel tank vents, one installed
under each wing, feature an anti-icing design to prevent ice formation from
blocking the fuel tank vent lines.
Fuel System Schematic

Figure 7-17

SECTION 7
Fuel Pumps
Normally, fuel is supplied to the engines through engine-driven fuel pumps.
Auxiliary electric fuel pumps serve as a back-up feature. They are controlled by
rocker switches on the switch panel below and to the right of the pilot’s control
column. The electric fuel pumps should be ON during takeoff and landing.
NOTE
The electric fuel pumps operate on 14 VDC. An
inverter converts 28 VDC aircraft power to the
required fuel pump voltage.
Electric Primer System
The fuel primer system is used to provide fuel to the engine during start
and makes use of electric pumps mounted in each wing and solenoid controlled
primer valves. Left and Right primer switches are located on either side of the
starter switch.
NOTE
The electric fuel pumps must be ON to operate the
electric fuel primers.
With fuel pressure available, the primer button is depressed actuating the
primer solenoid valve and allowing fuel to flow through the lines to the primer
jets in the intake of the number 1, 2 and 4 cylinders.
Fuel Gauges
Fuel quantities and fuel flows are indicated on displays located on the MFD
EIS window or Engine page. There is a separate fuel quantity display for each
tank.
A calibrated fuel dipstick is provided with the airplane. To visually check the
quantity of fuel in a tank, insert the dipstick to the bottom of the tank, close off
the protruding end with a finger, withdraw the dipstick, and read the fuel level.
The most accurate reading will be obtained with the airplane on level ground.
Fuel Drains
Before each flight, fuel must be drained from the low points in the fuel
system to ensure that any accumulation of moisture or sediment is removed from
the system. A fuel drain is provided for each half of the fuel system. The fuel
drains are located on the right side of the fuselage just forward of the entrance
step. (Refer to fuel draining procedure in paragraph 8.21, Fuel System.)

SECTION 7
Fuel Controls
Fuel management controls are located on the console between the front seats
(Figure 7-19). There is a control lever for each engine, and each is placarded ON
- OFF - XFEED. During normal operation, the levers are in the ON position, and
each engine draws fuel from the tank on the same side as the engine. When the
XFEED position is selected, that engine will draw fuel from the tank on the
opposite side, in order to extend range, keep fuel weight balanced or during
single-engine operation. The OFF position shuts off the fuel flow to that engine.
NOTE
When one engine is inoperative and the fuel
selector for the operating engine is on XFEED the
selector for the inoperative engine must be in the
OFF position. Do not operate with both fuel
selectors on XFEED except as required in the
BEFORE TAXIING checklist. Do not take off
with a selector on XFEED.
Fuel System Controls

Figure 7-19

SECTION 7
7.19 ELECTRICAL SYSTEM

The electrical system is a negative-ground, dual-fed, split-bus system
capable of supplying sufficient current for complete night IFR equipment.
ALTERNATORS
The primary electrical power is supplied by two belt-driven 28 volt, 65
ampere alternators (Figure 7-25), one mounted on each engine. The alternator
provides full electrical power output even at low engine rpm.
VOLTAGE REGULATORS
Each alternator is protected by an alternator control unit which incorporates
a voltage regulator and an overvoltage relay. The regulators maintain effective
load sharing while regulating electrical system bus voltage to 28-volts. An
overvoltage relay in each alternator circuit prevents damage to electrical and
avionics equipment by taking an alternator off the line if its output exceeds
32-volts. If this should occur, the appropriate ALTR FAIL CAS WARNING
will be activated.
BATTERY
A 13.6 ampere-hour, 24-volt battery provides current for starting, for use of
electrical equipment when the engines are not running, and for a source of stored
electrical power to back up the alternator output. The battery, which is located
in the nose section is normally kept charged by the alternators. If it becomes
necessary to charge the battery, it should be removed from the airplane.
EMERGENCY BATTERY
The electrical system includes an emergency battery, which provides
electrical power to the emergency bus during a complete electrical failure, or
when electrical power from the primary electrical system is insufficient. With the
EMERG BATT switch in the ARM position, power is applied to this equipment
automatically after a total electrical failure. The emergency bus powers the
standby instrument, as well as all PFD functions (except Com2 and Nav2). The
emergency battery is sized to provide this functionality for a minimum of 30
minutes.
The emergency battery is isolated from emergency bus equipment by a
relay, which is controlled by the EMERG BATT switch. The emergency battery
is diode isolated from the electrical power generating system. This allows the
generating system to charge the emergency battery during normal operations.

SECTION 7
7.19 ELECTRICAL SYSTEM (continued)

EMERGENCY BATTERY (continued)
CAUTION
The emergency battery voltage (E VOLTS) must be
a minimum of 23.3 volts prior to flight.
SWITCHES
A series of switch banks are located in various places on the instrument
panel. Engine switches are located on the lower left corner of the panel, below
the left control yoke. The left engine switches (left and right magnetos) are
separated from the right engine switches (left and right magnetos) by the
horizontally mounted engine start switch. Pushing the left or right side of
this switch, engages the starter on each engine respectively. The lower part
of the magneto switches are guarded, to prevent them from being turned off
inadvertently.
The left and right electric fuel pump switches are located on the lower
panel below and to the right of the left control yoke.
Switches for the battery master, alternators, avionics master and emergency
battery are located in a bank to the left of the throttles. The lower part of
the emergency battery switch is guarded, to prevent it from being turned off
inadvertently.
Switches for the pitot heat and lights (nav, recognition, landing and strobe)
are located in a bank to the right of the throttles.
Controls for the cabin heat and ventilation fan are located on the far right
side of the panel.
Lighting intensity for the back-lit switches, instrument panel lights, and
avionics, are controlled by three rotary controls located on the instrument panel
below the PFD.

SECTION 7
SWITCHES (continued)
Engine Switches
Left Switch Bank
Right Switch Bank
Dimmer Controls
ELECTRICAL POWER SWITCHES

Figure 7-21

SECTION 7
CIRCUIT BREAKERS
The electrical system and equipment are protected by circuit breakers
located on a circuit breaker panel on the lower right side of the instrument
panel (Figure 7-23). The circuit breaker panel is provided with blank spaces
to accommodate additional circuit breakers if extra electrical equipment is
installed. In the event of equipment malfunctions or a sudden surge of current,
a circuit breaker can trip automatically. The pilot can reset the breaker by
pressing it in (preferably after a few minutes cooling period). The circuit
breakers can be pulled out manually.
TYPICAL CIRCUIT BREAKER PANEL

Figure 7-23

SECTION 7
POWER DISTRIBUTION
A battery bus (Figure 7-25), located in the battery compartment, provides a
continuous source of power to the clock, the engine Hobbs meter, the flight-time
Hobbs meter and the heater Hobbs meter. Because the battery bus is connected
directly to the battery, power is available even when the battery master switch is
OFF. Fuses located on the battery bus are used to protect these circuits.
When the battery master switch is turned ON, the battery solenoid contactor
closes, enabling current to flow from the battery to both the starter contactors and
the essential bus. Essential bus overcurrent protection is provided by a 70 amp
BATT circuit breaker. The essential bus (Figure 7-23 and Figure 7-25),
distributes power to other systems through circuit breakers.
Each alternator system has an independent ON-OFF rocker switch and

a solid state voltage regulator that automatically regulates alternator field
current. When selected ON, the positive output of each alternator is fed through
individual shunts to the tie bus. Overcurrent protection is provided by the 80 amp
tie bus L ALTR and R ALTR circuit breakers.
A main bus, a non-essential bus and an avionics bus, with associated circuit
breakers, are located at the circuit breaker panel.
Current from the tie bus is fed to the avionics bus through a solenoid contactor.
When the avionics master switch is selected ON, the solenoid contactor closes,
permitting current flow to the avionics bus. Avionics bus overload protection is
provided by the 25 amp AVIONICS BUS circuit breaker. The non-essential bus
is also fed from the tie bus. Overload protection is provided by the tie bus 70 amp
NON-ESS BUS circuit breaker.

R ALT AMPS
7-64
RIGHT ALTR F1
AUX
80A ALTR
R ALT
OFF SWITCH F2
M ENG NON-ESS R ALT FIELD
L ENG START START BUS 5A R VOLT
SECTION 7
ON REG
5A 70A
EMERG BATT
NON-ESSENTIAL
20A
REPORT: VB-2636
R ENG START
BATT AMPS
DESCR/OPERATION
BATT
M EMERGENCY
70A BATT
AV BUS 25A
25A
AVIONICS BUS
AVIONICS
SWITCH
ON
OFF OFF
EMER PWR ARM

SWITCH
ESSENTIAL BUS
BATTERY
PRI BATT CONTACTOR
EMERGENCY BUS
3A
Figure 7-25
Sheet 1 of 2
L ALT AMPS
ON LEFT ALTR F1
AUX
OFF 80A ALTR
L ALT
HOT BATT BUS

BATT MASTER OFF SWITCH F2
SWITCH L ALT FIELD
5A L VOLT
ON REG
EXT PWR AIR COND
CONTACTOR BUS
EXT (IF INSTALLED)
PWR
60A
Electrical Power Distribution System

LIGHTING
BUS
AIR COND BUS

35A
LIGHTING BUS
PA-44-180, SEMINOLE

SECTION 7
ESSENTIAL ESSENTIAL AVIONICS EMERGENCY

BUS BUS BUS BUS
RIGHT ALTR PITOT HEAT ADF AVIONICS

LTS
R ALT FIELD ADC 1 AUTOPILOT ADC 1
EMERG BATT AHRS 1 COM 2 AHRS 1
NON-ESS BUS AUDIO/ DME AUDIO/

MARKER MARKER
BATT COM 1 INTEG AV 2 COM 1
AV BUS GEA 1 MFD GEA 1
LEFT ALTR INTEG AV 1 TAS INTEG AV 1
L ALT FIELD PFD 1 TURN PFD 1

COORD
LIGHTING STBY INSTR XM STBY INSTR
BUS
AIR COND BUS L FUEL PUMP
(IF INSTALLED)
EMERG BATT XPDR
RELAY
R FUEL PUMP
GEAR PUMP
LTG PROT
HOT
BATT NON-ESSENTIAL LIGHTING AIR COND BUS
BUS BUS BUS (IF INSTALLED)
COURTESY ENG START AV DIMMER 7.5A
LTS
HOUR METER PITCH TRIM ANTI COLL 10A
ELT CABIN HEATER NAV LTS 1A
VENT FAN PNL/SW DIM
LDG/TAXI LTS
RECOG LTS
CABIN LTS
Electrical Power Distribution System

Figure 7-25
Sheet 2 of 2

SECTION 7
LIGHTING
Interior lighting consists of a glareshield mounted light strip, internally lit
placards and switches and back-lit avionics displays. Lighting intensities are
controlled by three rotary switches located on the instrument panel below the
PFD.
A floodlight, mounted in the overhead panel, provides additional instrument
and cockpit lighting for night flying. The light is controlled by a rheostat switch
located adjacent to the light. A map light window in the lens is actuated by an
adjacent switch.
Exterior lighting systems include landing/taxi lights, navigation lights,
strobe/anti-collision lights, and recognition lights. The wing tip recognition light
system consists of two lights; one in each wing tip.
WARNING
Anti-collision lights should not be operating
when flying through cloud, fog or haze,
since the reflected light can produce spatial
disorientation. Strobe lights should not be used
in close proximity to the ground, such as during
taxiing, takeoff or landing.
EXTERNAL POWER RECEPTACLE
Should the airplane’s battery be depleted, a receptacle located on the lower
right side of the fuselage, aft of the wing allows connection of an external battery
for engine start.
CAUTION
External power is supplied directly to the electrical
bus. Turn off all electrical equipment before
applying or removing external power.
Turn the battery master switch and all electrical equipment OFF. Connect
the power connector plug assembly to an appropriate external battery. Insert the
plug into the external power receptacle. This completes a circuit which permits
current to flow from the external power source directly to the starter contactors
and the tie bus. Instructions on a placard located on the cover of the receptacle
should be followed when starting with external power. For instructions on the
use of the external power, refer to Starting Engines - Section 4. For further
information see EXTERNAL POWER RECEPTACLE in Section 8 of this
Handbook.

7-66
SECTION 7
7.21 PITOT STATIC SYSTEM

Static and total pressure is sensed by a single pitot head installed on the
bottom of the left wing. Independent pressure lines are plumbed from the pitot
head to the Garmin air data computer and to the standby instrument (Figure
7-27).
The control valve for the alternate static source is located below the left
side of the instrument panel. When the valve is set in the alternate position, the
Garmin air data computer and standby instrument uses cabin static pressure. The
storm window and cabin vents must be closed and the cabin heater and defroster
must be on during alternate static source operation. Altimeter error with alternate
static pressure, is less than 50 feet unless otherwise placarded.
To prevent bugs and water from entering the pitot and static pressure
holes when the airplane is parked, a cover should be placed over the pitot
head. A partially or completely blocked pitot head will give erratic or zero
readings on the instruments.
NOTE
During preflight, check to make sure the pitot
cover is removed.
Pitot and static lines can be drained through separate drain valves located on
the lower left sidewall adjacent to the pilot.
The heated pitot head reduces problems with icing or heavy rain. The
pitot heat switch is located in the switch bank to the right of the throttles. The
system has a separate circuit breaker located in the circuit breaker panel and
labeled PITOT HEAT. The pitot heat system should be checked during preflight
inspection.
CAUTION
Care should be exercised when checking the
heated pitot head. The unit becomes very hot.
Ground operation of pitot heat should be limited
to 3 minutes maximum to avoid damaging the
heating units.

SECTION 7
PITOT AND STATIC PRESSURE SYSTEM

Figure 7-27

SECTION 7
7.23 Heating, Ventilating and Defrosting System

HEAT
Heated air for cabin heat and windshield defrosting is provided by a Janitrol
combustion heater located in the forward fuselage (Figure 7-29). Air from the
heater is distributed by a manifold, through ducts along the cabin floor to outlets
at each seat. Heated air from the manifold is also directed through two ducts to
the defroster outlets.
Operation of the combustion heater is controlled by a three-position switch

located on the instrument panel (Figure 7-31) and labeled CABIN HEAT - FAN.
Airflow and temperature are regulated by the three levers to the right of the
switch. The upper lever regulates AIR INTAKE and the center lever regulates
cabin temperature. Cabin comfort can be maintained as desired through various
combinations of lever positions. Passengers have secondary control over heat
output by individually adjustable outlets at each seat location. The third lever on
the instrument panel controls heated airflow to the windshield defrosters.
For cabin heat, the AIR INTAKE lever on the instrument panel must be
partially or fully open and the three-position switch set to the CABIN HEAT
position. This simultaneously starts fuel flow and ignites the heater. During
ground operation, it also activates the ventilation blower which is integral to the
combustion heater. With instant starting and no need for priming, heat should
be felt within a few seconds. When cabin air reaches the temperature selected
on the cabin temperature lever, the heater cycles automatically to maintain that
temperature.
The combustion heater uses fuel from the airplane fuel system. An electric
fuel pump draws fuel from the left tank at a rate of approximately one-half gallon
per hour. Fuel used for heater operation should be considered when planning for
a flight.
Hours of combustion heater operation can be monitored from an instrument

panel mounted Hobbs meter (Figure 7-31). The meter is located above and to the
right side of the panel, above the heater control switches.

7-69
SECTION 7
Environmental System
Figure 7-29

7-70
SECTION 7
Environmental Controls and Annunciators

Figure 7-31

7-71
SECTION 7
Safety Switches
Two safety switches, activated by the intake valve, prevent both fan and
heater operation when the air intake lever is in the closed position. When the
landing gear is retracted, a micro switch turns off the ventilation blower so
that in flight the cabin air is circulated by ram air pressure only.
Overheat Switch and Annunciator
An overheat switch in the heater unit acts as a safety device to turn the
heater off if a malfunction occurs. Should the switch deactivate the heater,
the HTR OVRHEAT CAS warning will activate. To restore heater operation,
reset the red button located on the heater shroud in the nose compartment.
To prevent activation of the overheat switch during ground operation,
turn the three-position switch to FAN for two minutes with the air intake
lever in the open position, before turning the switch to OFF. During flight,
leave the air intake lever open for a minimum of fifteen seconds after turning
the switch to OFF.
VENTILATION
When heat is not desired during ground operation, place the three-position
switch in the FAN position and the ventilation fan will blow fresh air through the
heater duct work for cabin ventilation and windshield defogging. To introduce
fresh, unheated air into the cabin during flight, the air intake should be open and
the heater off. Ram air enters the system and can be individually regulated at
each floor outlet.
Overhead outlets also supply fresh air for cabin ventilation. The occupant of
each seat can manually adjust an outlet in the ceiling to regulate the flow of fresh
air to that seat area. A fresh air blower is installed in the overhead ventilation
system to provide additional fresh air flow during ground operation. Operation
of the fresh air blower is controlled by a three-position switch located ajacent to
the cabin heat switch, (Figure 7-31) and labeled VENT FAN.

7-72
SECTION 7
7.25 INSTRUMENT PANEL

The instrument panel (Figure 7-33) is designed to accommodate the
Garmin G1000 avionics, the standby instrument, all avionics options
and required switches. See Figure 7-33 for location of each item/
detail.

SECTION 7
14
10
11
12
13
8
9
XXXXXX
BILLING
7
15
16
6
25
20 19 18 17
5
21
22
4
23
3
2
24
1b
1a
INSTRUMENT PANEL
Figure 7-33
(Sheet 1 of 2)

1. Standby instrument 17. Left switch bank – (L to R, See Figure 7-21)

a. Aspen EBD-1000 a. Battery Master
b. Garmin G5 b. Left Alternator
2. Elevator Trim switch c. Right Alternator
3. PFD d. Avionics Master
4. Registration Number plate e. Emergency Battery
5. Audio Panel 18. Landing gear selector

PA-44-180, SEMINOLE
6. MFD 19. Emergency gear extension knob & guard

7. Environmental controls (See Figure 7-31) 20. Dimmer controls (L to R)
8. HOBBS meter - Billing - Optional a. Switches
9. HOBBS meter - Maintenance or Flight b. Panel
10. HOBBS meter - Heater c. Avionics
11. ELT switch 21. Left and right fuel pump switches
Figure 7-33
(Sheet 2 of 2)
12. Cabin heater fan 22. Parking brake
13. Ventilation fan 23. Engine switches (L to R)
14. Right switch bank (L to R) (See Figure 7-21) a. Left engine switches
(left and right magneto)
a. Pitot Heat
INSTRUMENT PANEL (continued)

b. Left engine starter
b. Nav lights
c. Right engine starter
c. Recognition lights
d. Right engine switches
d. Landing light (left and right magneto)
e. Strobe light 24. ADF (optional)
15. Circuit Breakers 25. Level Mode (LVL) switch (opional)
16. Throttle quadrant
DESCR/OPERATION
SECTION 7
7-75
REPORT: VB-2636
SECTION 7
7.27 CABIN FEATURES

Cabin entry is made through the cabin door on the right side. The cabin door
is double latched. To close the cabin door, hold the door closed with the armrest
while moving the lower door latch (Figure 7-35) down to the LATCHED
position. Then engage the upper latch to the LATCHED position. Both latches
must be secure before flight.
CABIN DOOR LOWER LATCH

Figure 7-35
The pilot’s left side window is an emergency exit. The emergency exit
release handle is located beneath the thermoplastic cover on the vertical post
between the first and second left side windows (Figure 7-37).
CAUTION
The emergency exit is for ground use only. When
released, the window will fall free from the
fuselage.

SECTION 7
Emergency Exit
Figure 7-37
STANDARD FEATURES
Standard front cabin features include cabin and baggage door locks, a pilot’s
storm window, map pockets, and sun visors. An armrest is located on the side
panel adjacent to each front seat. Additional standard cabin items are pockets on
the front seat backs, a portable fire extinguisher, a special cabin sound-proofing
package, a coat hanger support bar and baggage restraint straps in the aft baggage
area.
A worktable is available and can be attached to the rear of either the pilot or
copilot seat. The worktable is stored along the left side in the baggage area. It is
secured with a strap.

7-77
SECTION 7
SEATS
All seat backs have three positions: normal, intermediate and recline. An
adjusment lever is located at the base of each seat back on the outboard side.
The two front seats are adjustable fore, aft and vertically. The seats are
adjustable fore and aft by lifting the bar below the seat front and moving to
the desired position. Release the handle and move the seat until the locking pin
engages. To raise the vertically adjustable pilot and copilot seats, push back on
the pushbutton located at the lower right of each seat, relieve the weight from
the seat and it will rise. To lower the seat, push the button and apply weight until
the proper position is reached.
The rear seats are easily removed to provide room for bulky items. Rear
seat installations incorporate leg retainers with latching mechanisms, which
must be released before the rear seats can be removed. Releasing the retainers is
accomplished by depressing the plunger behind each rear leg.
NOTE
To remove the rear seats, depress the plunger
behind each front leg and slide seat to rear.
SEAT BELTS AND SHOULDER HARNESSES
Seat belts and adjustable shoulder harnesses with inertial reels are standard
on all four seats. The pilot should adjust this fixed seat belt strap so that all
controls are accessible while maintaining adequate restraint for the
occupant. The seat belt should be snugly fastened over each unoccupied seat.
The shoulder harness is routed over the shoulder adjacent to the window
and attached to the seat belt in the general area of the occupant’s inboard hip. A
check of the inertial reel mechanism is made by pulling sharply on the strap. The
reel should lock in place and prevent the strap from extending. For normal body
movements, the strap will extend or retract as required.

7-78
SECTION 7
FIRE EXTINGUISHER
A portable, handheld, fire extinguisher, is mounted between the pilot and
copilot seats, behind the fuel selector console. Read the instructions on the
nameplate and become familiar with the unit before an emergency situation.
7.29 Baggage Area

The 24 cubic foot baggage compartment, located aft of the seats, has a
weight capacity of 200 pounds. This compartment is loaded and unloaded
through a separate 22 x 20 inch baggage door, and the compartment is accessible
during flight. Tie-down straps are provided and they should be used at all times.
The baggage compartment door and passenger door use the same key.
NOTE
It is the pilot’s responsibility to be sure when
baggage is loaded that the airplane C.G. falls
within the allowable C.G. range. (See Weight and
Balance Section.)
7.31 Finish
The standard exterior finish is painted with acrylic enamel. To keep the
finish attractive, economy size spray cans of touch-up paint are available from
Piper Dealers.
7.33 Stall Warning

An approaching stall is indicated by a STALL.....STALL aural alert which is
activated between five and ten knots above stall speed. Mild airframe buffeting
and gentle pitching may also precede the stall. Stall speeds are shown on the Stall
Speed vs Angle of Bank graph in Section 5.
The stall warning alert is activated by two lift detectors on the leading edge
of the left wing, outboard of the engine nacelle. The inboard detector activates
the alert when the flaps are in the 25 and 40 degree positions, the outboard when
the flaps are in positions less than 10°.

7-79
SECTION 7
7.35 Emergency Locator Transmitter

The Emergency Locator Transmitter (ELT), is located in the aft portion of
the fuselage and is accessible through a rear closeout panel on the right side of
the fuselage. This panel is attached with slotted-head nylon screws for ease of
removal; these screws may be readily removed with a variety of common items
such as a dime, a key, a knife blade, etc. If there are no tools available in an
emergency the screw heads may be broken off by any means.
A battery replacement date is marked on the transmitter. To comply with
FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an emergency
situation or if the accumulated test time exceeds one hour, or if the unit has
been inadvertently activated for an undetermined time period.
NOTE
If for any reason a test transmission is necessary,
the test transmission should be conducted only in
the first five minutes of any hour and limited to
three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated
with the nearest FAA tower or flight service
station.

7-80
SECTION 7
7.35 Emergency Locator Transmitter (continued)

ARTEX ELT 1000 OPERATION
There is a three position switch (placarded ON ARM/OFF, and TEST) on
the ELT unit. The switch is set to ARM/OFF when the ELT is installed at the
factory, and it should remain in that position whenever the unit is installed in
the airplane.
A remote switch (placarded ON ARM/OFF, and TEST) is located on the
copilot’s instrument panel to allow the transmitter to be armed or turned on
from inside the cabin. The switch is normally in ARM /OFF position. Moving
the switch to ON will activate the transmitter. A warning light located above the
remote switch will alert you when ever the ELT is activated.
The Artex ELT 1000 (406 MHz) is equipped with a warning buzzer. This
warning buzzer, which receives power from the ELT itself, is mounted in the
tailcone. Whenever the ELT is activated the buzzer “beeps” periodically. The
time between pulses lengthens after 12 hours. The objective is to hear the buzzer
from outside the aircraft while the engine is not running.
Should the ELT be activated inadvertently it can be reset by either positioning
the cockpit remote switch or the local ELT box switch to ON then immediately
switching it to the ARM position. The ELT cannot be reset if either the cockpit
remote switch or the ELT local switch is in the ON position.
The transmitter can be activated manually at any time by placing either the
remote switch or the ELT switch to the ON position.
NOTE
A monthly functional check is recommended
to verify operational status of the ELT. Prior to
testing, the aircraft must be located to receive GPS
signals with avionics on. Within the first 5 minutes
after the hour, select the cockpit remote switch to
the test position for ~ 1 second and then return
to the ARM/OFF position. The remote switch
LED light and buzzer should then activate for ~
2 seconds. If the 2 second LED light and buzzer
indication is not received, refer to the ARTEX
ELT 1000 maintenance manual.

7-81
SECTION 7
7.35 Emergency Locator Transmitter (continued)

ARTEX ELT 1000 OPERATION (continued)
The ARTEX ELT 1000 should be checked during postflight to make certain
the unit has not been activated. Check by selecting 121.50 MHz on an operating
receiver. If a downward sweeping audio tone is heard the ELT may have been
activated. Set the remote switch to ON. If there is no change in the volume of the
signal, your airplane’s ELT is probably transmitting. Setting the remote switch
back to ARM/OFF will automatically reset the ELT and should stop the signal
being received on 121.50 MHz.

7-82
SECTION 8
PA-44-180, SEMINOLE HANDLING, SERV & MAINT
Table of Contents
Section 8
Airplane Handling, Servicing and Maintenance
Paragraph Page
No. No.
8.1 General.......................................................................................... 8-1
8.3 Airplane Inspection Periods.......................................................... 8-4
8.5 Preventive Maintenance................................................................ 8-5
8.7 Airplane Alterations...................................................................... 8-6
8.9 Ground Handling........................................................................... 8-7
8.11 Engine Induction Air Filter........................................................... 8-9
8.13 Brake Service................................................................................ 8-10
8.15 Landing Gear Service.................................................................... 8-10
8.17 Hydraulic System Service............................................................. 8-12
8.19 Propeller Service........................................................................... 8-12
8.21 Oil Requirements.......................................................................... 8-13
8.23 Fuel System................................................................................... 8-14
8.25 Tire Inflation................................................................................. 8-17
8.27 Battery Service.............................................................................. 8-17
8.29 Serial Number Plates..................................................................... 8-18
8.31 Lubrication.................................................................................... 8-18

8-i
SECTION 8
HANDLING, SERV & MAINT PA-44-180, SEMINOLE
Table of Contents
Section 8
Airplane Handling, Servicing and Maintenance
Paragraph Page
No. No.
8.33 Cleaning........................................................................................ 8-18
8.35 Winterization................................................................................. 8-21

8-ii
SECTION 8
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.1 General
This section provides guidelines relating to the handling, servicing and
maintenance of the Seminole. For complete maintenance instructions, refer to
the PA-44-180 Maintenance Manual.
WARNING
Inspection, maintenance and parts
requirements for all non-PIPER approved STC
installations are not included in this handbook.
When a non-PIPER approved STC installation
is incorporated on the airplane, those portions
of the airplane affected by the installation
must be inspected in accordance with the
inspection program published by the owner
of the STC. Since non-PIPER approved STC
installations may change systems interface,
operating characteristics and component loads
or stresses on adjacent structures, PIPER
provided inspection criteria may not be valid
for airplanes with non-PIPER approved STC
installations.
WARNING
Modifications must be approved in writing by
PIPER prior to installation. Any and all other
installations, whatsoever, of any kind will void
this warranty in it’s entirety.

8-1
SECTION 8
8.1 General (continued)
WARNING
Use only genuine PIPER parts or PIPER
approved parts obtained from PIPER approved
sources, in connection with the maintenance
and repair of PIPER airplanes.
Genuine PIPER parts are produced and
inspected under rigorous procedures to
insure airworthiness and suitability for use in
PIPER airplane applications. Parts purchased
from sources other than PIPER, even though
identical in appearance, may not have had
the required tests and inspections performed,
may be different in fabrication techniques and
materials, and may be dangerous when installed
in an airplane.
Additionally, reworked or salvaged parts or
those parts obtained from non-PIPER approved
sources, may have service histories which are
unknown or cannot be authenticated, may
have been subjected to unacceptable stresses
or temperatures or may have other hidden
damage not discernible through routine visual
or nondestructive testing. This may render the
part, component or structural assembly, even
though originally manufactured by PIPER,
unsuitable and unsafe for airplane use.
PIPER expressly disclaims any responsibility
for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.

8-2
SECTION 8
8.1 General (continued)

Every owner should stay in close contact with an authorized Piper Service
Center or Piper’s Customer Service Department to obtain the latest information
pertaining to their airplane, and to avail themselves of Piper’s support systems.
Piper takes a continuing interest in having owners get the most efficient use
from their airplane and keeping it in the best mechanical condition. Consequently,
Piper, from time to time, issues service releases including Service Bulletins,
Service Letters, Service Spares Letters, and others relating to the airplane.
Piper Service Bulletins are of special importance and Piper considers

compliance mandatory. These are available on the Piper.com website. Depending
on the nature of the release, material and labor allowances may apply. This
information is provided to all authorized Piper Service Centers.
Piper Service Letters deal with product improvements and servicing

techniques pertaining to the airplane. These are available on the Piper.com
website. Owners should give careful attention to Service Letter information.
Piper Service Spares Letters offer improved parts, kits and optional
equipment which were not available originally, and which may be of interest
to the owner.
Maintenance manuals, parts catalogs, and revisions to both, are available

from Piper Service Centers.
Any correspondence regarding the airplane should include the airplane

model and serial number to ensure proper response.

8-3
SECTION 8
8.3 Airplane Inspection Periods
WARNING
All inspection intervals, replacement time
limits, overhaul time limits, the method
of inspection, life limits, cycle limits, etc.,
recommended by PIPER are solely based on
the use of new, remanufactured or overhauled
PIPER approved parts. If parts are designed,
manufactured, remanufactured, overhauled
and/or approved by entities other than PIPER,
then the data in PIPER’S maintenance/service
manuals and parts catalogs are no longer
applicable and the purchaser is warned not
to rely on such data for non-PIPER parts. All
inspection intervals, replacement time limits,
overhaul time limits, the method of inspection,
life limits, cycle limits, etc., for such non-PIPER
parts must be obtained from the manufacturer
and/or seller of such non-PIPER parts.
Piper has developed inspection items and required inspection intervals
(i.e.: 50, 100, 500, and 1000 hours) for the specific model aircraft. Appropriate
forms are contained in the applicable Piper Service/Maintenance Manual, and
should be complied with by a properly trained, knowledgeable, and qualified
mechanic at a Piper Authorized Service Center or a reputable repair shop. Piper
cannot accept responsibility for the continued airworthiness of any aircraft
not maintained to these standards, and/or not brought into compliance with
applicable Service Bulletins issued by Piper, instructions issued by the engine,
propeller, or accessory manufacturers, or Airworthiness Directives issued by the
FAA.
A programmed Inspection, approved by the Federal Aviation Administration
(FAA), is also available to the owner. This involves routine and detailed
inspections to allow maximum utilization of the airplane. Maintenance inspection
costs are reduced, and the maximum standard of continuous airworthiness is
maintained. Complete details are available from all local distributors representing

8-4
SECTION 8
8.3 Airplane Inspection Periods (continued)

In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection requirements
and for maintaining proper documentation in logbooks and/or maintenance
records.
A spectographic analysis of the engine oil is available from several sources.

This inspection, if performed properly, provides a good check of the internal
condition of the engine. To be accurate, induction air filters must be cleaned or
changed regularly, and oil samples must be taken and sent in at regular intervals.
8.5 Preventive Maintenance

The holder of a Pilot Certificate issued under FAR Part 61 may perform
certain preventive maintenance described in FAR Part 43. This maintenance may
be performed only on an aircraft which the pilot owns or operates and which is
not used to carry persons or property for hire. Although such maintenance is
allowed by law, each individual should make a self-analysis as to whether he has
the ability to perform the work.
All other maintenance required on the airplane should be accomplished by

appropriately certified personnel.
If maintenance is accomplished, an entry must be made in the appropriate

logbook. The entry should contain:
(a) The date the work was accomplished.

(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.

8-5
SECTION 8
8.7 Airplane Alterations

If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance with
Advisory Circular 43.13-2, when performed by an A & P mechanic, may be
approved by the local FAA office. Major alterations to the basic airframe or
systems not covered by AC 43.13-2 require a Supplemental Type Certificate.
The owner or pilot is required to ascertain that the following Aircraft Papers
are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:

(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:

(1) Pilot’s Operating Handbook.
(2) Weight and Balance data, plus a copy of the latest Repair and
Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by giving
the mechanic information about what has or has not been accomplished.

8-6
SECTION 8
8.9 Ground Handling

(a) Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the baggage compartment or by
power equipment that will not damage or excessively strain the nose
gear steering assembly.
CAUTION
When towing with power equipment, do not turn
the nose gear beyond its steering radius in either
direction, as this will result in damage to the nose
gear and steering mechanism.
Do not tow the airplane when the controls are
secured.
In the event towing lines are necessary, ropes should be attached
to both main gear struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and / or tail by not less than
fifteen feet, and a qualified person should ride in the pilot’s seat to
maintain control by use of the brakes.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel should be
instructed and approved by a qualified person authorized by the owner.
Engine starting and shut-down procedures as well as taxi techniques
should be covered. When it is ascertained that the propeller back blast
and taxi areas are clear, power should be applied to start the taxi roll,
and the following checks should be performed:
(1) Taxi a few feet forward and apply the brakes to determine their
effectiveness.
(2) Taxi with the propeller set in low pitch, high RPM setting.
(3) While taxiing, make slight turns to ascertain the effectiveness of
the steering.

8-7
SECTION 8
8.9 Ground Handling (continued)

(4) Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
(5) When taxiing over uneven ground, avoid holes and ruts.
(6) Do not operate the engine at high RPM when running up or taxiing
over ground containing loose stones, gravel, or any loose material
that may cause damage to the propeller blades.
(c) Parking
When parking the airplane, be sure that it is sufficiently protected
from adverse weather conditions and that it presents no danger to other
aircraft. When parking the airplane for any length of time or overnight,
it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by depressing the toe brakes and pulling out
the parking brake control. To release the parking brake, depress the
toe brakes and push in the parking brake control, then release the
toe brakes.
CAUTION
Care should be taken when setting brakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the front seat
belt and chocks used to properly block the wheels.
(d) Mooring
The airplane should be moored for immovability, security and and
protection. The following procedures should be used for the proper
mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt
through the control wheel and pulling it snug.
(4) Block the wheels.

8-8
SECTION 8
(5) Secure tie-down ropes to the wing tie-down rings and to the tail
skid at approximately 45 degree angles to the ground. When using
rope of non-synthetic material, leave sufficient slack to avoid
damage to the airplane should the ropes contract.
CAUTION
Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear forks
and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the pitot
head cover before flight.
(7) Cabin and baggage doors should be locked when the airplane is
unattended.
8.11 Engine Induction Air Filters
(a) Removing Induction Air Filter
(1) Remove the upper cowling to gain access to the air filter box.
(2) Turn the three studs and remove the air filter box cover.
(3) Lift the air filter from the filter box.
(b) Cleaning Induction Air Filters

The induction air filters must be cleaned at least once every 50
hours, and more often, even daily, when operating in dusty conditions.
Extra filters are inexpensive, and a spare should be kept on hand for
use as a rapid replacement.
To clean the filter:

(1) Tap filter gently to remove dirt particles. Do not use compressed air
or cleaning solvents.
(2) Inspect filter. If paper element is torn or ruptured or gasket is
damaged, the filter should be replaced. The usable life of the filter
should be restricted to one year or 500 hours, whichever comes
first.

8-9
SECTION 8
8.11 Engine Induction Air Filters (continued)

(c) Installation of Induction Air Filters
After cleaning, place filter in air box and install cover. Secure
cover by turning studs. Replace cowl.
8.13 Brake Service

The brake system is filled with MIL-PRF-5606 (petroleum base) hydraulic
brake fluid. This should be checked periodically or at every 50-hour inspection
and replenished when necessary. The brake reservoir is located in the forward
maintenance area. Remove the four screws and rotate the fiberglass nose cone
forward and down. The reservoir is located at the top rear of the compartment.
Keep the fluid level at the level marked on the reservoir.
No adjustment of brake clearance is necessary. Refer to the Maintenance
Manual for brake lining replacement instructions.
8.15 Landing Gear Service

Two jack points are provided for jacking the aircraft for servicing. One is
located outboard of each main landing gear. Before jacking, attach a tail support
to the tail skid. Approximately 500 pounds of ballast should be placed on the
tail support.
CAUTION
Be sure to apply sufficient support ballast;
otherwise the airplane may tip forward, and the
nose section could be damaged.
Landing gear oleos should be serviced according to instruction on the units.
Under normal static load (empty weight of airplane plus full fuel and oil), main
oleo struts should be exposed 2.60 inches and the nose oleo strut should be
exposed 2.70 inches. Refer to the Maintenance Manual for complete information
on servicing oleo struts.

8-10
SECTION 8
1. BRAKE FLUID RESERVOIR

2. PARKING BRAKE HANDLE
3. BRAKE CYLINDERS
4. BRAKE LINES
5. PARKING BRAKE VALVE
6. BRAKE ASSEMBLY
2
3
BRAKE SYSTEM
Figure 8-1

8-11
SECTION 8
8.17 HYDRAULIC SYSTEM SERVICE

The hydraulic landing gear system reservoir is an integral part of the electric
hydraulic pump assembly. The combination pump and reservoir is accessible
through a panel in the baggage compartment. Fill the reservoir with MIL-
PRF-5606 hydraulic fluid. The fluid level should be checked periodically or
every 50 hour inspection and replenished when necessary.
To check fluid level, remove the filler plug/dipstick and note fluid level
on dipstick. The filler plug also incorporates a vent. When reinstalling filler
plug, tighten to full tight then loosen 1 1/2 turns to allow proper venting. The
instructions are also placarded on the pump reservoir.
8.19 PROPELLER SERVICE

The gas charge in the propeller cylinder should be kept at the pressure
specified on the placard located in the spinner cap. The pressure in the cylinder
will increase about one-third psi for every degree Fahrenheit increase in
temperature. This effect should be considered when checking pressure. The
charge maintained must be accurate and free of excessive moisture since moisture
may freeze the piston during cold weather. Dry nitrogen gas is recommended.
CHAMBER PRESSURE REQUIREMENTS WITH

TEMPERATURE FOR COUNTERWEIGHT TYPE PROPELLERS
Temp. °F Pressure (PSI)
70 to 100 41 +/- 1
40 to 70 38 +/- 1
0 to 40 36 +/- 1
-30 to 0 33 +/- 1
NOTE
Do not check pressure or charge with propeller in
feather position.
The gas charge in the unfeathering accumulators should be maintained at 90

- 100 PSI. It is important to use nitrogen only for this purpose since any moisture
in the system may freeze and render it inoperative. Do not check this charge
pressure while engine is running.

SECTION 8
8.19 Propeller Service (continued)

The spinner and backing plate should be cleaned and inspected for cracks
frequently. Before each flight the propeller should be inspected for nicks,
scratches, or corrosion. If found, they should be repaired as soon as possible
by a rated mechanic, since a nick or scratch causes an area of increased stress
which can lead to serious cracks or the loss of a propeller tip. The back face of
the blades should be painted when necessary with flat black paint to retard glare.
To prevent corrosion, all surfaces should be cleaned and waxed periodically.
8.21 Oil Requirements

The oil capacity of the Lycoming engines is 8 quarts per engine with
a minimum safe quantity of 2 quarts per engine. It is necessary that oil be
maintained at full for maximum endurance flights. It is recommended that
engine oil be drained and renewed every 50 hours, or sooner under unfavorable
conditions. Full flow cartridge type oil filters should be replaced each 50 hours
of operation. The interval between oil and oil filter change is not to exceed four
(4) months. Lycoming Service Bulletin No. 446 should be complied with each
50 hours, also. The following grades are required for temperatures:
MIL-L-22851
Average Ambient MIL-L-6082B Ashless Dispersant
Temperature SAE Grade SAE Grades
All Temperatures -- 15W-50 or 20W-50
Above 80°F 60 60
Above 60°F 50 40 or 50
30°F to 90°F 40 40
0°F to 70°F 30 30, 40 or 20W-40
0°F to 90°F 20W50 20W50 or 15W50
Below 10°F 20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter
grade oil.
NOTE
Refer to the latest issue of Lycoming Service
Instruction 1014 (Lubricating Oil Recom-
mendations) for further information.

8-13
SECTION 8
8.23 Fuel System

(a) Servicing Fuel System
The fuel screens in the strainers require cleaning at 50 hour or 90
day intervals, whichever occurs first. The fuel gascolator strainers are
located in the fuselage under the rear seats. The fuel selector valves
and the auxiliary pumps are in the wings adjacent to the nacelles.
(b) Fuel Requirements

The minimum aviation grade fuel for the PA-44-180 is 100. Since
the use of lower grades can cause serious engine damage in a short
period of time, the engine warranty is invalidated by the use of lower
octanes.
Refer to the latest issue of Lycoming Service Instruction No. 1070

for additional information.
A summary of current grades as well as the previous fuel

designations is shown in the following chart:
Fuel Grade Comparison Chart

Current Military
Previous Commercial Current Commercial Fuel Grades (MIL-G-5572E)
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Amendment No. 3
Max. TEL Max. TEL Max. TEL

Grade Color ml/U.S. gal Grade Color ml/U.S. gal Grade Color ml/U.S. gal
80/87 red 0.5 80 red 0.5 80/87 red 0.5

91/98 blue 2.0 *100LL blue 2.0 none none none
100/130 green 3.0 100 green **3.0 100/130 green **3.0
115/145 purple 4.6 none none none 115/145 purple 4.6
* -Grade 100LL fuel in some overseas countries is currently colored green and designated as
100L.
** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL
content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with
grade 100/130 fuel.

8-14
SECTION 8
The operation of the aircraft is approved with an anti-icing

additive in the fuel. When an anti-icing additive is used it must meet
the specification MIL-1-27686, must be uniformly blended with the
fuel while refueling, must not exceed 0.15% by volume of the refueled
quantity, and to ensure its effectiveness should be blended at not less
than 0.10% by volume. One and one half liquid ozs. per ten gallon of
fuel would fall within this range. A blender supplied by the additive
manufacturer should be used. Except for the information contained in
this section, the manufacturer’s mixing or blending instructions should
be carefully followed.
CAUTION
Assure that the additive is directed into the flowing
fuel stream. The additive flow should start after
and stop before the fuel flow. Do not permit the
concentrated additive to come in contact with the
aircraft painted surfaces or the interior surfaces
of the fuel tanks.
CAUTION
Some fuels have anti-icing additives preblended
in the fuel at the refinery, so no further blending
should be performed.
Fuel additive can not be used as a substitute for
preflight draining of the fuel system.
(c) Filling Fuel Tanks

Observe all safety precautions required when handling gasoline.
Fill the fuel tanks through the fillers located inside the access cover
aft of the engine cowling on the outboard side of the nacelles. Each
nacelle tank holds a maximum of 55 U .S. gallons. When using less
than the standard 110 gallon capacity, fuel should be distributed
equally between each side.

8-15
SECTION 8
8.23 Fuel System (continued)

(d) Draining Fuel Strainers, Sumps and Lines
The aircraft is equipped with single point drains (Figure 8-3)
which should be drained before the first flight of the day and after
refueling, to check for fuel contamination. If contamination is found,
fuel should be drained until the contamination stops. If contamination
persists after draining fuel for a minute, contact a mechanic to check
the fuel system.
Each half of the fuel system can be drained from a single point
which is located just forward of the entrance step. Fuel selectors
should be in the ON position during draining. The fuel drained should
be collected in a transparent container and examined for contamination.
CAUTION
When draining fuel, be sure that no fire hazard
exists before starting the engines.
Fuel Drains
Figure 8-3

8-16
SECTION 8
(e) Draining Fuel System

The fuel may be drained by opening the valves at the right side
of the fuselage just forward of the entrance step or by siphoning. The
remaining fuel in the lines may be drained through the gascolators.
8.25 Tire Inflation

For maximum service from the tires, keep them inflated to the proper
pressures. The main gear tires should be inflated to 55 psi and the nose gear
should be inflated to 50 psi.
Interchange the tires on the main wheels, if necessary, to produce even wear.
All wheels and tires are balanced before original installation, and the relationship
of the tire, tube, and wheel should be maintained if at all possible. Unbalanced
wheels can cause extreme vibration on takeoff. In the installation of new
components, it may be necessary to rebalance the wheel with the tire mounted.
When checking the pressure, examine the tires for wear, cuts, bruises and
slippage.
8.27 Battery Service

Access to the 24-volt battery is gained through the fiberglass nose cone.
The external power receptacle is located on the right side of the fuselage
behind the wing.
Refer to the Maintenance Manual for detailed procedures for servicing

instructions.

8-17
SECTION 8
8.29 Serial Number Plates

The serial number plate is located on the bottom of the fuselage near the aft
end of the tail cone. The serial number should always be used when referring to
the airplane on service or warranty matters.
8.31 Lubrication
Lubrication at regular intervals is an essential part of the maintenance
of an airplane. For lubrication instructions and a chart showing lubrication
points, types of lubricants to be used, lubrication methods and recommended
frequencies, refer to the Maintenance Manual.
8.33 Cleaning
(a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape on
the magneto vents to prevent any solvent from entering these units.
(1) Place a large pan under the engine to catch waste.

(2) With the engine cowling removed, spray or brush the engine with
solvent or a mixture of solvent and degreaser. In order to remove
especially heavy dirt and grease deposits, it may be necessary to
brush areas that were sprayed.
CAUTION
Do not spray solvent into the alternator, starter,
air intakes, or alternate air inlets.

8-18
SECTION 8
8.33 Cleaning (continued)

(3) Allow the solvent to remain on the engine from five to ten minutes.
Then rinse the engine clean with additional solvent and allow it to
dry.
CAUTION
Do not operate the engine until excess solvent has
evaporated or otherwise been removed.
(4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in accordance with
the Lubrication Chart in the Maintenance Manual.
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste.

(2) Spray or brush the gear area with solvent or a mixture of solvent
and degreaser, as desired. Where heavy grease and dirt deposits
have collected, it may be necessary to brush areas that were
sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart in the
Maintenance Manual.
(6) Caution: Do not brush the micro switches.

8-19
SECTION 8

(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. Harsh
abrasives or alkaline soaps or detergents could make scratches on
painted or plastic surfaces or could cause corrosion of metal. Cover
areas where cleaning solution could cause damage. To wash the
airplane, use the following procedure:
(1) Flush away loose dirt with water.

(2) Apply cleaning solution with a soft cloth, a sponge or a soft bristle
brush.
(3) To remove exhaust stains, allow the solution to remain on the
surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with
naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier coating of
wax on the leading surfaces will reduce the abrasion problems in
these areas.
(d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior surfaces
with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic
cleaner. Use a soft cloth or sponge in a straight back and forth
motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard polishing
wax. Rub lightly with a soft cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing out
the scratch with jeweler’s rouge. Smooth both sides and apply wax.

8-20
SECTION 8

(e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff brush, and
vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good
upholstery cleaner suitable for the material. Carefully follow the
manufacturer’s instructions. Avoid soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand soap and
water.
(f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or
vacuum. For soiled spots and stubborn stains use a non-inflammable
dry cleaning fluid. Floor carpets may be removed and cleaned like any
household carpet.
8.35 Winterization
For winter operation a winterization kit is installed on the inlet opening
of the oil cooler outboard chamber of the plenum chamber. This kit should be
installed whenever the ambient temperature is 50ºF or less. When the kit is not
being used it can be stowed in the nose cone compartment.

8-21
SECTION 8

8-22
SECTION 9
PA-44-180, SEMINOLE SUPPLEMENTS
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/Supplement Page
No. No.
9.1 General.......................................................................................... 9-1
1 Appareo Vision 1000 Unit............................................. (4 pages) 9-3
2 Flightcom Model 403 Intercom .................................... (4 pages) 9-7
3 Bendix/King KR-87 Digital ADF With KI-227
Indicator.................................................................... (10 pages) 9-11
4 Bendix/King KN-63 DME............................................. (4 pages) 9-21
5 Carbureted O-360/ LO-360 Engine Installation ......... (32 pages) 9-25
6 AMSAFE Inflatable Seat Restraints (STC SA02276AK)............ 9-57
7 Safe Flight Angle of Attack System.............................. (8 pages) 9-59

REVISED: April 2, 2020 9-i
SECTION 9
SUPPLEMENTS PA-44-180, SEMINOLE

9-ii
SECTION 9
PA-44-180, SEMINOLE SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 General
This section provides information in the form of supplements which are
necessary for the various optional systems and equipment not approved with the
standard airplane.
All of the supplements provided in this section are FAA approved and
consecutively numbered as a permanent part of this handbook. The information
contained in each supplement applies only when the related equipment is
installed in the airplane.

9-1
SECTION 9
SUPPLEMENTS PA-44-180, SEMINOLE

9-2
SECTION 9
PA-44-180, SEMINOLE SUPPLEMENT 1
PILOT’S OPERATING HANDBOOK

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 1
FOR
APPAREO VISION 1000 UNIT
This supplement must be attached to the Pilot’s Operating Handbook

and FAA Approved Airplane Flight Manual when the optional Appareo
Vision 1000 unit is installed in accordance with Piper Drawing 107422. This
information supplements or supersedes the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual only in those areas listed herein. For
limitations, procedures and performance information not contained in this
supplement, consult the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual. This supplement has been FAA Approved as a
permanent part of this handbook and must remain in this handbook at all times
when the optional Appareo Vision 1000 unit is installed.
FAA APPROVED:
Eric A. Wright
ODA–510620–CE
Vero Beach, Florida
DATE OF APPROVAL: November 3, 2016
1 Appareo Vision 1000 Unit (4 pages)

1 of 4, 9-3
SECTION 9
SUPPLEMENT 1 PA-44-180, SEMINOLE
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional Appareo Vision 1000 unit is installed. The
information contained within this supplement is to be used in conjunction
with the complete handbook.
SECTION 2 - LIMITATIONS
No change.
SECTION 3 - EMERGENCY PROCEDURES

No change.
SECTION 4 - NORMAL PROCEDURES

OPERATION
This system does not require flight crew interface during aircraft operation.
The flight crew need only insure that an Appareo SD card is in the Vision
1000 prior to use.
NOTE
During low light operations, quality of images
may be reduced.
To insert memory card:
1. Open access door on Vision 1000
2. Ensure proper orientation of SD memory card and insert, (push in to
secure)
3. Check status of LED (see table below)
4. Close Vision 1000 access door
To remove memory card:

1. Open access door on Vision 1000
2. Push on SD memory card to release and remove
3. Close Vision 1000 access door

9-4, 2 of 4
SECTION 9
SECTION 4 - NORMAL PROCEDURES (continued)
Status Indicators:
Table 1: LED Status
Item LED Status Configuration
1 Red Fault detected: Refer to ICA
2 Blue Booting
3 Green Operating
4 Yellow SD card not inserted: insert SD card and verify Green LED
SD card not formatted correctly: format SD to NTSF, verify
Green LED
GPS lock not received: Allow 15 minutes to clear, if problem
persists contact Appareo
5 NO LED Not functioning: Refer to ICA
SECTION 5- PERFORMANCE
No change.
SECTION 6- WEIGHT AND BALANCE

Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook.

3 of 4, 9-5
SECTION 9
SECTION 7- DESCRIPTION AND OPERATION

The Vision 1000 system is a data acquisition and recording system. It records
aircraft attitude, rate, acceleration, GPS position, and cockpit audio and video.
The Vision 1000 system is protected via an in-line fuse located behind the
instrument panel. Power may be removed from the Vision 1000 system by
selecting AVION MASTER OFF or by unplugging the cannon plug on the
camera.

9-6, 42 of 4
SECTION 9

AND
SUPPLEMENT NO. 2
FOR
Flightcom Model 403 Intercom

and FAA Approved Airplane Flight Manual when the optional Flightcom
model 403 intercom is installed in accordance with Piper Drawing 107423.
This information supplements or supersedes the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in
this supplement, consult the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual. This supplement has been FAA Approved as a
permanent part of this handbook and must remain in this handbook at all times
when the optional Flightcom model 403 intercom is installed.
FAA APPROVED:
Eric A. Wright
ODA–510620–CE
Vero Beach, Florida
2 Flightcom Model 403 Intercom (4 pages)

1 of 4, 9-7
SECTION 9
SECTION 1 - GENERAL
This supplement supplies the information necessary for operation of the
airplane when the optional Flightcom model 403 intercom is installed.
The information in this supplement is to be used in conjunction with the
complete handbook.
No change.

Intercom Failsafe Feature
In the event of a power supply interruption to the intercom, a failsafe mode
in the intercom will connect the copilot’s headset directly to the Garmin
GMA1347 copilot input.
The Flightcom model 403 intercom does not have a dedicated curcuit breaker
but is protected via an in-line fuse located behind the instrument panel.

Adjusting the Intercom and Headsets
To adjust the intercom and headsets:
1. Plug headsets into the co-pilot and passenger jacks in the aircraft.
2. If you are using monaural headsets, place the toggle switch next to the
headphone jack in the Mono setting.
NOTE
Using stereo headphones without a Mono setting
will cause only one earphone to be active.
3. Turn on the aircraft BATT MASTR switch to turn on the intercom.
4. Set the intercom Volume control knob to the 11 o’clock position.
5. Set the intercom Squelch control knob to the 3 o’clock position.
6. Turn up each headset volume to 1/2 the available volume control.
7. Position the headset boom microphone 1/8” from the mouth.

9-8, 2 of 4
SECTION 9
SECTION 4 - NORMAL PROCEDURES (Continued)

Adjusting the Intercom and Headsets (Continued)
NOTE
Noise canceling microphones will not operate
correctly if they are more than 1/8” from the
mouth.
8. While speaking loudly, adjust the ICS volume controls on the Garmin
audio panel to set the pilot and copilot volumes to a comfortable level.
The Flightcom 403 ICS volume should then be adjusted to set passenger
ICS volumes.
Adjusting the Squelch Control

To adjust the squelch control:
1. While no one is talking, turn the intercom Squelch control knob as far
clockwise as possible while still blocking background noise.
2. Re-adjust the setting in flight to compensate for different noise levels.
NOTE
If you set the squelch too high by turning the
Squelch control knob counterclockwise, your
voice will be cut out unless you talk very loudly;
if you set the squelch too low by turning the
Squelch control knob clockwise, the background
noise will be heard occasionally. The intercom
will not interfere with normal use of the radio and
will allow passengers to hear the aircraft radio and
sidetone.
Radio Transmission
To transmit on the radio as the co-pilot and/or passengers, push the PTT switch
associated with your headset plug-in panel. Only the person whose push-
to-talk switch is depressed will be heard over the radio. No other intercom
conversations will be transmitted over the radio at that time.
NOTE
If your push-to-talk switch fails, you can use a
handheld microphone to talk on the radio while
listening over the intercom.

31 of 4, 9-9
SECTION 9
SECTION 4 - NORMAL PROCEDURES (Continued)

Isolate Switch
For normal intercom and transmit operations, place the Isolate switch in the
ICS position. To isolate the passengers from transmitting and receiving radio
communications, place the Flightcom 403 Isolate switch in the Isolate position.
Placing the Isolate switch in this position will allow continued use of the
intercom between copilot and passengers. Isolation of the the pilot ICS and
radio transmission/reception will be controlled through use of the Garmin audio
panel ICS isolation intercom controls.
SECTION 5- PERFORMANCE
No change.
SECTION 6- WEIGHT AND BALANCE

balance data in Section 6 of the Pilot’s Operating Handbook.
SECTION 7- DESCRIPTION AND OPERATION

See Flightcom Model 403 Panel-Mount Intercom Installation/Operation
Manual for a complete description of the Flightcom model 403 system (www.
Flightcom.net).
The Flightcom 403 panel-mount intercom is installed in the aircraft to provide

radio communication capability to the aft seat passengers. The Flightcom
403 system is interfaced with the copilot and both aft passenger headset plug-
in panels. The aft seat passengers may transmit on the radio by pressing the
press to talk (PPT) switch on their associated headset plug-in panel. Pilot
radio transmissions will have priority over the passengers. The pilot is not
effected by the configuration of the Flightcom 403 system and is independently
controlled by the Garmin GMA 1347 audio panel. Isolation of the ICS and
radio transmissions is performed using a combination of Garmin GMA 1347
audio panel and Flightcom 403 system isolation switches . See section 4 of this
supplement for normal operating procedures.

9-10, 42 of 4
SECTION 9

AND
SUPPLEMENT NO. 3
FOR
BENDIX/KING KR-87 DIGITAL ADF
WITH GARMIN PFD INDICATOR
This supplement must be attached to the Pilot’s Operating Handbook and

FAA Approved Airplane Flight Manual when the Bendix/King KR-87 Digital
ADF with the Garmin Primary Flight Dispaly (PFD) is installed per the
Equipment List. The information contained herein supplements or super-
sedes the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED:
Eric A. Wright
ODA–510620–CE
Vero Beach, Florida
3 Bendix/King KR-87 Digital ADF with Garmin PFD Indicator ( 1 0

pages)

1 of 10, 9-11
SECTION 9
SECTION 1 - GENERAL
The Bendix/King Digital ADF is a panel mounted, digitally tuned, automatic
direction finder. It is designed to provide continuous 1 kHz digital tuning
in the frequency range of 200 kHz to 1799 kHz and eliminates the need for
mechanical band switching. The system is comprised of a receiver, a built-in
electronic timer, a bearing indicator and a KA-44B combined loop and sense
antenna.
The Bendix/King Digital ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude modulated (AM) signals.
The “flip-flop” frequency display allows switching between pre-selected
“STANDBY” and “ACTIVE” frequencies by pressing the frequency transfer
button. Both preselected frequencies are stored in a non-volatile memory circuit
(no battery power required) and displayed in self-dimming gas discharge
numerics. The active frequency is continuously displayed in the left window,
while the right window will display either the standby frequency or the selected
readout from the built-in timer.
The built-in electronic timer has two separate and independent timing
functions: (1) An automatic flight timer that starts whenever the unit is turned
on. This timer functions up to 59 hours and 59 minutes. (2) An elapsed timer
which will count up or down for up to 59 minutes and 59 seconds. When a
preset time interval has been programmed and the countdown reaches :00, the
display will flash for 15 seconds. Since both the flight timer and elapsed timer
operate independently, it is possible to monitor either one without disrupting
the other. The pushbutton controls and the bearing indicator are internally
lighted.
No change.

No change.

9-12, 2 of 10
SECTION 9

To Operate as an Automatic Direction Finder:
1. OFF/VOL Control - ON.
2. Frequency Selector Knobs - SELECT desired frequency in the standby
frequency display.
3. FRQ Button - PRESS to move the desired frequency from the standby to
the active position.
4. ADF Button (on audio panel) - PRESS to activate ADF audio through
headset.
5. SPKR Button (on audio panel) - PRESS to activate ADF audio through
cockpit speaker.
6. OFF/VOL Control - SET to desired volume level.
7. ADF Button - PRESS to select ADF mode.
8. ADF Bearing - Display ADF bearing on PFD by selecting the PFD
softkey, then pressing the BRG1 or BRG2 softkey until “ADF” is
displayed in the appropriate Bearing 1 or Bearing 2 information window
and bearing pointer is displayed on the HSI.
ADF Test (Pre-flight or In-flight):

1. ADF Button - SELECT ANT mode and note pointer moves to 90°
position and then disappears.
2. ADF Button - SELECT ADF mode and note the pointer moves without
hesitation to the station bearing. Excessive pointer sluggishness,
wavering or reversals indicate a signal that is too weak or a system
malfuction.

31 of 10, 9-13
SECTION 9
NOTE
The Standby Frequency which is in memory while
Flight Time or Elapsed Time modes are being
displayed may be called back by pressing the FRQ
button, then transferred to active use by pressing
the FRQ button again.
To Operate Elapsed Time Timer-Count Down Mode:
1. OFF/VOL Control - ON.
2. FLT/ELT Mode Button - PRESS (once or twice) until ET is annunciated.
3. SET/RST Button - PRESS until the ET annunciation begins to flash.
4. FREQUENCY SELECTOR KNOBS - SET desired time in the elapsed
time display. The small knob is pulled out to tune the 1’s. The small
knob is pushed in to tune the 10’s. The outer knob tunes minutes up to
59 minutes.
NOTE
Selector knobs remain in the time set mode for 15
seconds after the last entry or until the SET/RST,
FLT/ET, or FRQ button is pressed.
5. SET/RST Button - PRESS to start countdown. When the timer reaches 0,
it will start to count up as display flashes for 15 seconds.
NOTE
While FLT or ET are displayed, the active
frequency on the left side of the window may be
changed, by using the frequency selector knobs,
without any effect on the stored standby frequency
or the other modes.

9-14, 42 of 10
SECTION 9

ADF Operation NOTES:
Erroneous ADF Bearing Due to Radio Frequency Phenomena:
In the U.S., the FCC, which assigns AM radio frequencies, occasionally
will assign the same frequency to more than one station in an area. Certain
conditions, such as Night Effect, may cause signals from such stations to
overlap. This should be taken into consideration when using AM broadcast
station for navigation.
Sunspots and atmospheric phenomena may occasionally distort reception so
that signals from two stations on the same frequency will overlap. For this
reason, it is always wise to make positive identification of the station being
tuned, by switching the function selector to ANT and listening for station call
letters.
Electrical Storms:
In the vicinity of electrical storms, an ADF indicator pointer tends to swing
from the station tuned toward the center of the storm.
Night Effect:
This is a disturbance particularly strong just after sunset and just after dawn. An
ADF indicator pointer may swing erratically at these times. If possible, tune to
the most powerful station at the lowest frequency. If this is not possible, take
the average of pointer oscillations to determine relative station bearing.
Mountain Effect:
Radio waves reflecting from the surface of mountains may cause the pointer to
fluctuate or show an erroneous bearing. This should be taken into account when
taking bearings over mountainous terrain.
Coastal Refraction:
Radio waves may be refracted when passing from land to sea or when moving
parallel to the coastline. This also should be taken into account.

51 of 10, 9-15
SECTION 9
SECTION 5 - PERFORMANCE
No change.
SECTION 6 - WEIGHT AND BALANCE

balance data in Section 6 of the Pilot’s Operating Handbook and Airplane
Flight Manual.

9-16, 62 of 10
SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION
KR-87 Digital ADF
ADF Displays in Garmin PFD
King Digital ADF Operating Controls and Indicators

Figure 1

71 of 10, 9-17
SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION (continued)

Legend - Figure 1
1. Mode Annunciation - Antenna (ANT) is selected by the “out” position of
the ADF button. This mode improves the aural reception and is usually
used for station identification. The bearing pointer is deactivated and
will park in the 90° relative position. Automatic Direction Finder (ADF)
mode is selected by the depressed position of the ADF button. This
mode activates the bearing pointer. The bearing pointer will point in the
direction of the station relative to the aircraft heading.
2. Active Frequency Display - The frequency to which the ADF is tuned is
displayed here. The active ADF frequency can be changed directly when
either of the timer functions are selected.
3. Beat Frequency Oscillator (BFO) - The BFO mode, activated and
annunciated when the “BFO” button is depressed, permits the carrier
wave and associated morse code identifier broadcast on the carrier wave
to be heard.
NOTE
CW signals (Morse Code) are unmodulated and
no audio will be heard without use of BFO. This
type of signal is not used in the United States
air navigation. It is used in some foreign countries
and marine beacons.
4. Standby Frequency Annunciation (FRQ) - When FRQ is displayed, the
STANDBY frequency is displayed in the right display. The STANDBY
frequency is selected using the frequency select knobs. The selected
STANDBY frequency is put into the ACTIVE frequency window by
pressing the frequency transfer button.
5. Standby Frequency Display - Either the standby frequency, the flight
timer, or the elapsed time is displayed in this position. The flight timer
and elapsed timer are displayed replacing the standby frequency which
goes into “blind” memory to be called back at any time by depressing
the FRQ button. Flight time or elapsed time are displayed and
annunciated alternatively by depressing the FLT/ET button.

9-18, 82 of 10
SECTION 9

Legend - Figure 1 (continued)
6. Timer Mode Annunciation - Either the elapsed time (ET) or flight time
(FLT) mode is annunciated here.
7. Frequency Selector Knobs - Selects the standby frequency when FRO
is displayed and directly selects the active frequency whenever either
of the timer functions is selected. The frequency selector knobs may be
rotated either clockwise or counterclockwise. The small knob is pulled
out to tune the 1’s. The small knob is pushed in to tune the 10’s. The
outer knob tunes the 100’s with rollover into the 1000’s. These knobs
are also used to set the desired time when the elapsed timer is used in the
countdown mode.
8. Off/Volume Control (OFF/VOL) - Controls primary power and audio
output level. Clockwise rotation from OFF position applies primary
power to receiver; further clockwise rotation increases audio level.
Audio muting causes the audio output to be muted unless the receiver is
locked on a valid station.
9. Set/Reset Button (SET/RST) - The set/reset button, when pressed, resets
the elapsed timer whether it is being displayed or not.
10. Flight Time/Elapsed Time Mode Selector Button (FLT/ET) - The Flight
Timer/Elapsed Time mode selector button, when pressed, alternatively
selects either Flight Timer mode or Elapsed Timer mode.
11. Frequency Transfer Button (FRQ) - The FRQ transfer button, when
pressed, exchanges the active and standby frequencies. The new
frequency becomes active and the former active frequency goes into
standby.
12. BFO Button - The BFO button selects the BFO mode when in the
depressed position (see Note under item 3).
13. ADF Button - The ADF button selects either the ANT mode or the
ADF mode. The ANT mode is selected with the ADF button in the
out position. The ADF mode is selected with the ADF button in the
depressed position.
14. Bearing Pointer (on PFD) - The cyan arrow indicates magnetic bearing
to the station, in degrees.

91 of 10, 9-19
SECTION 9

9-20, 2 ofof1010
10
SECTION 9

AND
SUPPLEMENT NO. 4
FOR
BENDIX/KING KN-63 DME

FAA Approved Airplane Flight Manual when the Bendix/King KN-63 DME
is installed per the Equipment List. The information contained herein
supplements or supersedes the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual.
FAA APPROVED:
Eric A. Wright
ODA–510620–CE
Vero Beach, Florida
4 Bendix/King KN-63 DME (4 pages)

1 of 4, 9-21
SECTION 9
SECTION 1 - GENERAL
The Bendix/King KN-63 DME supplies continuous slant range distance
information from a fixed ground station to an aircraft in flight.
The equipment consists of Garmin Primary Flight Display (PFD) which
contains all the operating controls and displays, and a remotely mounted
KN-63 Receiver-Transmitter.
No change.

No change.

DME Operation
1. NAV 1 and NAV 2 VHF Navigation Receivers - ON; TUNE FREQUENCY
to VOR/DME station frequencies, as required.
NOTE
When the VORTAC or VOR/DME frequency
is selected, the appropriate DME frequency is
automatically channeled.
2. DME IDENTIFICATION - select DME button on audio panel (audio ID
will always come though the headset and will come through the cockpit
speaker if SPKR is selected on the audio panel).
No change.

balance data in Section 6 of the Pilot’s Operating Handbook and Airplane
Flight Manual.

9-22, 2 of 4
SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION
DME Display on Garmin PFD

Figure 1
Legend - Figure 1
1. DME Information Window
2. DME MODE ANNUNCIATOR
Displays the DME operating mode; NAV 1 or NAV 2
or HOLD as selected in the DME TUNING window.
3. FREQUENCY
Displays the frequency of the VOR / DME or VORTAC selected on the
associated navigation radio or the frequency being held (HOLD) that
was previously selected.
4. DISTANCE DISPLAY (NM)

DME distance to VOR / DME or VORTAC displayed in .1 nautical mile
increments up to 99.9 NM, then in increments of one nautical mile to
up to 389 NM.
ISSUED: November 3, 2016 REPORT:

REPORT: VB-2636
VB-2636
31 of
of 4,
4, 9-23
9-23
SECTION 9

Legend - Figure 1 (continued)
5. DME TUNING Window (NAV1, NAV2, HOLD)
Allows access to the DME operating mode as follows:
NAV 1 Selects DME operation

with No. 1 VHF naviga-
tion set; enables chan- 5
nel selection by NAV 1
frequency selector con-
trols.
NAV 2 Selects DME operation with No. 2 VHF navigation set; enables
channel selection by NAV 2 frequency selector controls.
HOLD Selects DME memory circuit; DME remains channeled to station
which was last channeled when HOLD was selected and will
continue to display information relative to this channel. Allows
both the NAV 1 and NAV 2 navigation receivers to be set to new
operational frequencies without affecting the previously selected
(HOLD) DME operation.
NOTE
In the HOLD mode, the frequency being held
remains in the DME Information Window and
does not update when NAV1 or NAV2 frequencies
are being updated.
NOTE
If NAV1 or NAV2 are yellow X’d on the PFD, the
associated DME indication will be valid if it was
the active DME when the NAV failure occurred.
Switching to the DME associated with the failed
NAV will not be possible.

9-24, 42 of 4
4 REVISED: October 1, 2018
SECTION 9
Supplement 5
Carbureted O-360/ LO-360 Engine Installation

and FAA Approved Airplane Flight Manual when the carbureted O-360/
LO-360 engines are installed. The information contained herein supplements
or supersedes the Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual only in those areas listed herein. For limitations, procedures
and performance information not contained in this supplement, consult the
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual.
This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the carbureted
O-360/ LO-360 engines are installed.
FAA APPROVED:
Eric A. Wright
ODA-510620-CE
Vero Beach, Florida
DATE OF APPROVAL: December 15, 2017
5 Carbureted O-360/ LO-360 Engine Installation (32 pages)

REVISED:
December 15, 2017 1 of 32, 9-25
SECTION 9
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the carbureted O-360/ LO-360 engines are installed. The
information contained within this supplement is to be used “as described” in
conjunction with the complete handbook.
1.3 Engines
(c) Engine Model Number
Left O-360-A1H6
Right LO-360-A1H6
(j) Engine Type Carbureted, Four Cylinder, Direct Drive,

Horizontally Opposed, Air Cooled
2.7 Powerplant Limitations
(c) Engine Model No.
Left O-360-A1H6
Right LO-360-A1H6
2.33 Placards
In full view of the pilot when the oil cooler winterization kit is installed:
OIL COOLER WINTERIZATION PLATE

TO BE REMOVED WHEN AMBIENT
TEMPERATURE EXCEEDS 50°F.

3.5 Emergency Procedures Check List
NOTE
Only those emergency procedures that are specific
to a carbureted engine, are provided in this
supplement. Refer to Pilot Operating Handbook
Section 3 for all emergency procedures.

9-26, 2 of 32 REVISED: December 15, 2017
SECTION 9
3.5 Emergency Procedures Check List (continued)

3.5a Engine Inoperative Procedures
Engine Failure During Flight (Speed Above Vmca)
Inoperative Engine..................................................................... IDENTIFY
Operating Engine................................ ADJUST POWER AS REQUIRED
Airspeed..........................................................ATTAIN AND MAINTAIN
AT LEAST 88 KIAS
Before securing inoperative engine:

FUEL QTY......................................... CHECK (XFEED AS REQUIRED)
FUEL PUMP........................................................................................... ON
MIXTURE............................................................................... FULL RICH
CARB HEAT.......................................................................................... ON
MAG LEFT/RIGHT Switches........................................................ CHECK
OIL ºF............................................................................................. CHECK
OIL PSI........................................................................................... CHECK
If engine does not restart, complete Engine Securing Procedure.

Power (Operating Engine)................................................. AS REQUIRED
FUEL Selector (Operating Engine)........................................................ ON
(XFEED AS REQUIRED)
FUEL PUMP (Operating Engine)...................................... AS REQUIRED
COWL FLAP (Operating Engine)..................................... AS REQUIRED
Establish Bank...............................2° to 3° INTO OPERATING ENGINE
Airspeed...................... ATTAIN AND MAINTAIN AT LEAST 88 KIAS
Rudder Trim........................................ TOWARD OPERATING ENGINE
Electrical Load................................... DECREASE TO MIN. REQUIRED
CAUTION
If engine failure is due to fuel starvation and a fuel
leak is suspected, carefully monitor remaining fuel
quantity if XFEED is used.
If oil temperature is high and oil pressure is zero, suspect loss of oil and
do not attempt to restart the engine.

REVISED:
December 15, 2017 3 of 32, 9-27
SECTION 9

If an engine failure is caused by fuel starvation, both engines may be
operated from one fuel tank using XFEED as appropriate. If a fuel leak is
suspected, select XFEED OFF and complete the Engine Securing Procedure.
3.5c Air Starting Procedure
Unfeathering Procedure/ Starter Assisted

FUEL Selector (Inoperative Engine)...................................................... ON
MAG LEFT/RIGHT Switches (Inoperative Engine)............................. ON
FUEL PUMP (Inoperative Engine)........................................................ ON
MIXTURE (Inoperative Engine) ............................................ FULL RICH
THROTTLE (Inoperative Engine) ............................. Two full strokes and
then open 1/4 inch
PROPELLER (Inoperative Engine) ............. INCREASE (to cruise setting)
ENG START (Inoperative Engine)..................... ENGAGE UNTIL PROP
WINDMILLS
ENG PRIMER (Inoperative Engine)................................. AS REQUIRED
THROTTLE................................ REDUCE POWER until engine is warm
ALTR................................................................................ON (after restart)
FUEL PUMP...................................................... As Required (after restart)

SECTION 9
3.5d Engine Roughness
Engine Roughness
NOTE
Partial carburetor heat may be worse than no heat
at all, since it may melt part of the ice which will
refreeze in the intake system. Therefore, when
using carburetor heat always use full heat; and,
when ice is removed, return the control to the full
cold position.
CARB HEAT.......................................................................................... ON
If roughness continues after one minute:

CARB HEAT........................................................................................ OFF
MIXTURE.............................................. Adjust for maximum smoothness
FUEL PUMP........................................................................................... ON
Engine Gauges................................................................................ CHECK
MAG LEFT/RIGHT Switches.................Individually select OFF than ON
If operation is satisfactory on either magneto, continue on that magneto

at reduced power and full RICH mixture to first airport.
Engine roughness is usually due to carburetor icing which is indicated
by a drop in RPM, and may be accompanied by a slight loss of airspeed or
altitude. If too much ice is allowed to accumulate, restoration of full power
may not be possible; therefore, prompt action is required. Upon completion
of this checklist, if roughness persists, consider a precautionary landing.

REVISED:
December 15, 2017 5 of 32, 9-29
SECTION 9

3.5q Emergency Descent
Emergency Descent
CARB HEAT........................................................................................ ON
THROTTLES...............................................................................CLOSED
MIXTURES......................................................................AS REQUIRED
GEAR (Below 140 KIAS)..............................................................DOWN
Airspeed......................................................................................140 KIAS

SECTION 9
NOTE
Only those Normal Procedures that are specific
to a Carbureted engine, are provided in this
supplement. Refer to Pilot Operating Handbook
Section 4 for all Normal Procedures.
4.5a Preflight Checklists
No change.

REVISED:
December 15, 2017 7 of 32, 9-31
SECTION 9

4.5b Before Starting Engine Checklists
BEFORE STARTING ENGINE
Preflight Check.....................................................................COMPLETED
Flight Planning......................................................................COMPLETED
Cabin Door................................... CLOSE & LATCH (Lower then Upper)
Seats.................................................................... ADJUSTED & LOCKED
Seatbelts and Harness....................................................FASTEN/ADJUST
CHECK INERTIA REEL
PARK BRAKE......................................................................................SET
GEAR .............................................................................................. DOWN
THROTTLES.......................................................................................IDLE
MIXTURES................................................................................. CUT-OFF
Friction Handle......................................................................AS DESIRED
CARB HEAT........................................................................................ OFF
COWL FLAPS................................................................................... OPEN
Stabilator & Rudder Trim......................................................................SET
EMERG BATT....................................................................................ARM
E VOLTS Indication............................................ 23.3 VOLTS (minimum)
AVION MASTER Switch.................................................................... OFF
STROBE LIGHTS.................................................................FIN STROBE
All Other Electrical Switches............................................................... OFF
CABIN HEAT Switch.......................................................................... OFF
Circuit Breakers.............................................................................. CHECK
Proceed with appropriate Engine Start Checklist.
NOTE
The EMERG BATT should remain ON after
checking for proper bus operation, allowing the
PFD to remain powered for engine start. Avoid
delays between this check and engine starting to
preserve emergency battery power.
If the E VOLTS indication is less than 23.3 VOLTS, the voltage should
be checked again at the end of the GROUND CHECK checklist (after being
charged for some time by the primary electrical system). If E VOLTS is still
less than 23.3 volts, determine the cause and correct the issue prior to flight.

9-32, 8 of 32 REVISED: December
REVISED: October15,
1, 2017
2018
SECTION 9
4.5c Engine Start Checklists
ENGINE START - GENERAL
WARNING
The L START ENGD or R START ENGD
warning CAS message will illuminate after
30 seconds of continuous engine cranking. If
the CAS message illuminates after the engine
is running, stop the engine and determine the
cause.
NOTE
ON (at max charging rate not to exceed 1500
RPM) for 5 minutes minimum before initiating
start on second engine.
NOTE
Starter manufacturer recommends starter cranking
periods be limited to 10 seconds with a 20 second
rest period between cranking attempts. Maximum
of 6 start periods allowed. If a start is not achieved
on sixth attempt allow starter to cool for 30
minutes before attempting additional starts. Do not
engage the starter immediately after releasing it.
This practice may damage the starter mechanism.

REVISED:
December 15, 2017 9 of 32, 9-33
SECTION 9

NORMAL START - COLD ENGINE

*FUEL PUMP........................................................................................ ON
*ENG PRIMER................................................................ AS REQUIRED
*ENG START............................................................................. ENGAGE
*THROTTLE .................................................ADJUST WHEN ENGINE
STARTS TO 1000 RPM
*OIL PSI........................................................................................ CHECK
VOLTS............................................................................................ CHECK
ALTR AMPS.................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF
When the engine starts, adjust the throttle and monitor the oil pressure.
If no oil pressure is indicated within 30 seconds, shut down the engine and
have it checked. In cold weather it may take somewhat longer for an oil
pressure indication.

SECTION 9
NORMAL START - HOT ENGINE

*MIXTURE............................................................................ FULL RICH
*FUEL PUMP........................................................................................ ON
*ENG START............................................................................. ENGAGE
*THROTTLE........................................................ADJUST to LOW RPM
*OIL PSI........................................................................................ CHECK
If engine does not start, add small amount of prime and repeat above.
VOLTS............................................................................................ CHECK
ALTR AMPS.................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF
ENGINE START - COLD WEATHER (BELOW 10°F)

WARNING
Ensure all magneto (MAG LEFT/RIGHT) and
master switches (BATT MASTR) are OFF and
mixture controls are in cut-off before turning
propeller manually.
If available, preheat should be considered. Rotate each propeller
through 10 blades manually during preflight inspection.
LEFT/RIGHT ALTR Switches............................................................. OFF
External Power......................................................................CONNECTED

REVISED:
December 15, 2017 11 of 32, 9-35
SECTION 9

ENGINE START - COLD WEATHER (BELOW 10°F) (continued)

*FUEL PUMP........................................................................................ ON
*ENG PRIMER................................................................ AS REQUIRED
*ENG START............................................................................. ENGAGE
*OIL PSI........................................................................................ CHECK
If engine does not start, add prime and repeat above. When engine fires,
prime as required until engine is running smoothly.
External Power Plug........................................................... DISCONNECT
VOLTS............................................................................................ CHECK
ALTR AMPS ................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF
After engine start and the throttle is set as desired, the oil pressure
should be checked for a positive indication. If no oil pressure is indicated
within 30-seconds, shut down the engine and have it checked. In cold
weather it may take somewhat longer for an oil pressure indication.
NOTE
ON (not to exceed 1500 RPM) for 5 minutes
minimum before initiating start on second engine.

SECTION 9
ENGINE START WHEN FLOODED

THROTTLES.......................................................................... OPEN FULL
PROPELLERS...............................................................FULL FORWARD
MIXTURES................................................................................. CUT-OFF
*FUEL PUMP...................................................................................... OFF
*ENG START............................................................................. ENGAGE
*MIXTURE............................................................................. ADVANCE
*THROTTLE...............................................................................RETARD
*OIL PSI........................................................................................ CHECK

VOLTS............................................................................................ CHECK
ALTR AMPS.................................................................................. CHECK
FUEL PUMPS...................................................................................... OFF

REVISED:
December 15, 2017 13 of 32, 9-37
SECTION 9

ENGINE START WITH EXTERNAL POWER SOURCE

ALTR LEFT/RIGHT............................................................................ OFF
NOTE
The EMERG BATT switch may remain in ARM
while using external power. The emergency bus
does not receive power from external power.
External Power Plug........................................ INSERT in RECEPTACLE
GEAR Indications........................................................................ 3 GREEN
*FUEL PUMP......................................................................................... ON
*MAG LEFT/RIGHT Switches.............................................................. ON
*ENG PRIMER................................................................. AS REQUIRED
*Propeller Area................................................................................CLEAR
*ENG START.............................................................................. ENGAGE
*THROTTLE....................................................ADJUST WHEN ENGINE
STARTS TO 1000 RPM
*OIL PSI......................................................................................... CHECK

External Power Plug........................ DISCONNECT from RECEPTACLE
ALTR LEFT/RIGHT Switches............................................................... ON
VOLTS............................................................................................ CHECK
ALTR AMP.................................................................................... CHECK
FUEL PUMPS...................................................................................... OFF

SECTION 9
4.5d Warm-Up Checklist
WARM-UP
THROTTLES.................................................................1000 to 1200 RPM
BEFORE TAXIING
External Power Source............................................. VERIFY REMOVED
BATT MASTR Switch........................................................... VERIFY ON
FUEL Selectors...................................ON, BOTH X-FEED (30 SEC), ON
AVION MASTER Switch...................................................................... ON
MFD splash screen..............................................Verify Database Currency
FUEL Totalizer...............................FOB SYNC or ENTER MANUALLY
TRAFFIC (if installed)....................................................................... TEST
Standby Flight Instrument............................ VERIFY ON with no red X’s
or failure annunciations
Altimeters (Standby and PFD)...............................................................SET
Lights................................................................................. AS REQUIRED
CABIN HEAT.......................................................................AS DESIRED
Radios..................................................................................CHECK & SET
Autopilot...................................................Verify Preflight Self-Test (PFT)
completed and disconnect tone heard.
FUEL Selectors....................................................................... VERIFY ON
Passenger Briefing...................................................................COMPLETE
To test the traffic system (if installed), the ADS-B softkey on the Traffic
Map page must be selected off.
4.5e Taxiing Checklist

No change.

REVISED:
April 2, 2020 15 of 32, 9-39
SECTION 9

4.5f Ground Check Checklist
GROUND CHECK
PARK BRAKE......................................................................................SET
THROTTLES.............................................................................. 1500 RPM
PROPELLERS (Max. Drop - 500 RPM).................FEATHER - CHECK
THROTTLES.............................................................................. 2000 RPM
LEFT/RIGHT MAG (Max. Drop - 175 RPM:
Max. Diff. - 50 RPM)................................................................ CHECK
CARB HEAT.................................................................................. CHECK
THROTTLES.............................................................................. 2200 RPM
PROPELLERS (Max. Drop - 300 RPM).................................EXERCISE
THROTTLES (550 to 650 RPM).......................................IDLE - CHECK
FUEL PUMPS........................................................................................ ON
THROTTLES.............................................................................. 1000 RPM
Friction Handle......................................................................................SET
If E VOLTS indication less than 23.3 VOLTS during BEFORE
STARTING ENGINE checklist:
EMERG BATT Switch ........................................................... Verify ARM
AVION MASTER Switch ................................................................... OFF
ALTR LEFT / RIGHT Switches ......................................................... OFF
BATT MASTR Switch ........................................................................ OFF
E VOLTS lndication ...........................................23.3 VOLTS MINIMUM
If E VOLTS less than 23.3 VOLTS, determine cause and correct issue
prior to flight.
If E VOLTS greater than or equal to 23.3 VOLTS:

BATT MASTR Switch .......................................................................... ON
ALTR LEFT / RIGHT Switches ........................................................... ON
AVION MASTER Switch ..................................................................... ON
Operation of an engine on one magneto should be kept to a minimum.

REVISED: October15,
1, 2017
2018
SECTION 9
The governor can be checked by retarding the propeller control until

a drop of 100 RPM to 200 RPM appears, then advancing the throttle to
get a slight increase in manifold pressure. The propeller speed should stay
the same when the throttle is advanced, indicating proper function of the
governor.
Carburetor heat should also be checked prior to takeoff to be sure the
control is operating properly and to purge any ice which may have formed
during taxiing. Avoid prolonged ground operation with carburetor heat ON
as the air is unfiltered.
4.5g Before Takeoff Checklist
BEFORE TAKEOFF
Flight Controls..........................................................FREE and CORRECT
Flight Instruments........................................................................... CHECK
FUEL QTY............................................................................ SUFFICIENT
CARB HEAT........................................................................................ OFF
COWL FLAPS................................................................................... OPEN
FLAPS.................................................................................CHECK & SET
Stabilator and Rudder Trims..................................................................SET
Transponder....................................................................... AS REQUIRED
FUEL PUMPS........................................................................................ ON
PITOT HEAT..................................................................... AS REQUIRED
STROBE LIGHTS.................................................................................. ON
Door......................................................... LATCHED (Lower then Upper)
CAUTION
Prior to takeoff with autopilot on, verify that the
autopilot servos are disengaged and that flight
controls move freely.
4.5h Takeoff Checklist

No change.

April 2, 2020 17 of 32, 9-41
SECTION 9

4.5i Climb Checklist
No change.
4.5j Cruise Checklist

CRUISING
Reference performance charts and Lycoming Operator’s Manual.
Power.............................................................SET per Power Setting Chart
FUEL PUMPS...................................................................................... OFF
MIXTURES...................................................................................ADJUST
TRIM.........................................................................................As Required
WARNING
Flight in icing conditions is prohibited. If icing
is encountered, take immediate action to exit
icing conditions. Ensure PITOT HT is ON.
Monitor engines and select CARB HT ON if
roughness or power loss is experienced. Icing is
hazardous due to greatly reduced performance,
loss of forward visibility, possible longitudinal
control difficulties and impaired power plant
and fuel system operation.
Use of the mixture control in cruising flight reduces fuel consumption

significantly, especially at higher altitudes. The mixture should be leaned
during cruising operation above 5000 ft. altitude and at pilot’s discretion at
lower altitudes when 75% power or less is being used. If any doubt exists as
to the amount of power being used, the mixture should be in the full RICH
position for all operations under 5000 feet. To lean the mixture, pull the
mixture control aft.
Best economy mixture is obtained by moving the mixture control aft
until peak EGT is reached. Performance Cruise mixture is obtained by
leaning to peak EGT and then enrichening until the EGT is 125°F rich of
the peak value. Under some conditions of altitude and throttle position, the
engine may exhibit roughness before peak EGT is reached. If this occurs,
the EGT corresponding to the onset of engine roughness should be used as
the peak reference value.

REVISED: October15,
1, 2017
2018
SECTION 9
For maximum service life, cylinder head temperature should be
maintained below 435°F during high performance cruise operation and
below 400°F during economy cruise operation. If cylinder head temperatures
become too high during flight, reduce them by enriching the mixture, by
opening cowl flaps, by reducing power, or by use of any combination of
these methods.
The pilot should monitor weather conditions while flying and should
be alert to conditions which might lead to icing. If induction system icing is
expected, place the CARB HEAT control in the ON position.
The LEFT ALTR amd RIGHT ALTR switches should be ON for
normal operation. Certain regulator failures can cause the alternator output
voltage to increase uncontrollably. To prevent damage, overvoltage relays
will automatically shut off the alternator(s). The CAS Warning messages L
ALTR FAIL and R ALTR FAIL will warn of this tipped condition.
Alternator outputs will vary with the electrical equipment in use and the
state of charge of the battery. ALTR AMPS should not exceed 60 amperes
on the ground or 65 amperes in flight. The VOLTS indication will flash red
if bus voltage drops below minimum requirements.
IFR operation is not recommended with a single alternator.
Since the Seminole has one fuel tank per engine, it is advisable to
feed the engines symmetrically during cruise so that the same approximate
amount of fuel will be left in each side for the landing. The crossfeed
(XFEED) can be used to balance FUEL QTY, if necessary.
During flight, keep account of time and fuel used in connection with
power settings to verify the accuracy of the fuel flow and fuel quantity
gauging systems.
There are no mechanical uplocks in the landing gear system. If the
hydraulic system malfunctions, the landing gear will free-fall to the gear
down position. True airspeed with gear down is approximately 75% of the
gear retracted airspeed for any given power setting. Allowances for the
reduction in airspeed and range should be made when planning extended
flight between remote airfields or flight over water.

REVISED:
December 15, 2017 19 of 32, 9-43
SECTION 9

4.5k Descent Checklist
No change.
4.5l Approach and Landing Checklist

Approach and Landing
Seat Backs........................................................................................ ERECT
Seat Belts, Harnesses................................................................ADJUSTED
FUEL PUMPS........................................................................................ ON
GEAR (Below 140 KIAS)............................................................... DOWN
Nacelle Mirror............................................ CHECK NOSE GEAR DOWN
CARB HEAT..................................................................... AS REQUIRED
Autopilot................................................. Disconnect (above 200 FT AGL)
NOTE
NOTE
The HSI will auto-slew during CDI transitions to
LOC, LOC BC, LDA, or SDF approaches if the
approach is activated in the G1000 system. The
pilot should always double check the inbound
course pointer prior to initiating a VHF NAV
approach.

SECTION 9
During the approach for a landing, the CHECK GEAR aural alert may
sound. The mutable CHECK GEAR is triggered when the gear is not down
and locked and manifold pressure(s) is less than 14 in Hg. The non-mutable
CHECK GEAR is triggered when the landing gear is not down and locked
and flaps are extended beyond the first notch. The severity of the CHECK
GEAR CAS message is determined by proximity to the ground. A Caution
message is triggered when above ~400 feet AGL, and a Warning is triggered
below ~400 feet AGL. See Section 7 for additional details.
The landing gear is down and locked when three solid green circles are
indicated on the MFD. The mirror on the left engine nacelle may be used to
visually verify the nose landing gear position.
Operate the toe brakes to verify sufficient pressure for normal braking.
Verify the parking brake is not set.
Normal Landing
No change.
Short Field Performance Landing

No change.

REVISED:
December 15, 2017 21 of 32, 9-45
SECTION 9

4.5m Go-Around Checklist
Go-Around
THROTTLES.......................................................................... FULL OPEN
Control Wheel........................................ BACK PRESSURE TO OBTAIN
POSITIVE CLIMB ATTITUDE
FLAPS..................................................... RETRACT INCREMENTALLY
GEAR.......................................................................................................UP
COWL FLAPS................................................................... AS REQUIRED
WARNING
If the aircraft is equipped with optional Underspeed Protection (USP)

and an autopilot coupled go-around is desired, press the TO/GA button on
the throttle handle, followed immediately by the checklist shown above.
Refer to Section 7 for additional details on the autopilot coupled go-around.
4.5n After Landing Checklist

After Landing
Clear of runway.
FLAPS.........................................................................................RETRACT
COWL FLAPS........................................................................ FULL OPEN
CARB HEAT........................................................................................ OFF
FUEL PUMPS...................................................................................... OFF
LIGHTS............................................................................. AS REQUIRED
PITOT HEAT........................................................................................ OFF
A spongy pedal during braking, is often an indication that the brake

fluid needs replenishing.

SECTION 9
4.5o Stopping Engine Checklist

No change.
4.5p Mooring Checklist

No change.
4.5q Vsse - Intentional One Engine Inoperative Speed

No change.
4.5r Vmca - Air Minimum Control Speed

No change.
4.5s Practice One Engine Inoperative Flight

No change.
4.5t Noise Level

No change.
4.5u Stalls
No change.
No change.

No change.

REVISED:
December 15, 2017 23 of 32, 9-47
SECTION 9
SECTION 7 - DESCR/OPERATION
7.5 Engines and Propellers
Engines
The Seminole is powered by two Lycoming four-cylinder, direct drive,
horizontally opposed carbureted engines, each rated at 180 horsepower @
2700 RPM at sea level. The engines are air cooled and are equipped with oil
coolers with low temperature bypass systems and engine-mounted oil filters.
A winterization plate is provided to restrict air during winter operation. (See
Winterization in Section 8.) Asymmetric thrust during takeoff and climb is
eliminated by the counter-rotation of the engines: the left engine rotates in a
clockwise direction when viewed from the cockpit, and the right engine rotates
counterclockwise.
The engine oil dipstick is accessible through a door located on the upper
cowl of each nacelle.
The engines are accessible through removable cowls. The upper cowl half
is attached with quarter-turn fasteners. Engine mounts are constructed of steel
tubing, with dynafocal isolators to reduce vibration.
Induction Air System

The induction air box incorporates a manually operated two-way
valve, allowing either filtered induction air or unfiltered heated air into the
carburetor. Selecting carburetor heat provides heated air to the carburetor in
the event of carburetor icing, and also bypasses the air filter if it becomes
blocked with ice, snow, freezing rain, etc. Since the air is unfiltered,
carburetor heat should not be used during ground operation when dust or
other contaminants might enter the system. The primary (filtered) induction
source should always be used for takeoffs.

SECTION 9
7.7 Engine Controls (continued)
Control Quadrant
Figure 7-1
The carburetor heat controls are located on the control quadrant just
below the engine control levers. When a carburetor heat lever is in the up, or
OFF, position the engine is operating on filtered air; when the lever is in the
down, or ON, position the engine is operating on unfiltered, heated air.

REVISED:
December 15, 2017 25 of 32, 9-49
SECTION 9
7.17 Fuel System

TO HEATER
COMBUSTION HEATER
FUEL PUMP
L. FUEL R. FUEL
FLOW FLOW
DISPLAY DISPLAY
TO CYL'S TO CYL'S
1,2 & 4 1,2 & 4
CARBURETOR CARBURETOR
PRIMER
SOLENOID
VALVES
FUEL FLOW FUEL FLOW

PRIMER SWITCHES
TRANSDUCER TRANSDUCER
ENGINE DRIVEN FUEL SELECTOR CONTROLS ENGINE DRIVEN

FUEL PUMP L. ENGINE R. ENGINE FUEL PUMP
ON ON
OFF OFF
XFEED XFEED
ELECTRIC FUEL PUMP ELECTRIC FUEL PUMP
FILLER CAP FILLER CAP
L. FUEL CELL R. FUEL CELL

FILTER FILTER
& SUMP & SUMP
SELECTOR VALVE
SCUPPER DRAIN SCUPPER DRAIN
FUEL VENT FUEL VENT
QUICK DRAIN
Fuel System Schematic

Figure 7-17
PA 44 - 180 FUEL SYSTEM SCHEMATIC

CARBURETOR - GARMIN

SECTION 9
Fuel Pumps
Normally, fuel is supplied to the engines through engine-driven fuel pumps.
Auxiliary electric fuel pumps serve as a back-up feature. The electric fuel pumps
operate at 14 VDC (a voltage converter steps main battery voltage from 28 to
14 volts). They are controlled by rocker switches on the switch panel below and
to the right of the pilot’s control column. The electric fuel pumps should be ON
during takeoff and landing.
NOTE
The electric fuel pumps operate on 14 VDC. An
inverter converts 28 VDC aircraft power to the
required fuel pump voltage.
Electric Primer System
The fuel primer system is used to provide fuel to the engine during start
and makes use of electric pumps mounted in each wing and solenoid controlled
primer valves. Left and Right primer switches are located on either side of the
starter switch.
NOTE
The electric fuel pumps must be ON to operate the
electric fuel primers.
With fuel pressure available, the primer button is depressed actuating the
primer solenoid valve and allowing fuel to flow through the lines to the primer
jets in the intake of the number 1, 2 and 4 cylinders.

REVISED:
December 15, 2017 27 of 32, 9-51
SECTION 9
7.19 ELECTRICAL SYSTEM

SWITCHES
A series of switch banks are located in various places on the instrument
panel. Engine switches are located on the lower left corner of the panel, below
the left control yoke. The left engine switches (left and right magnetos and
primer) are separated from the right engine switches (left and right magnetos
and primer) by the horizontally mounted engine start switch. Pushing the left
or right side of this switch, engages the starter on each engine respectively. The
lower part of the magneto switches are guarded, to prevent them from being
turned of inadvertently.

SECTION 9
SWITCHES (continued)
Engine Switches
Left Switch Bank
Right Switch Bank
Dimmer Controls
ELECTRICAL POWER SWITCHES

Figure 7-21

REVISED:
April 2, 2020 29 of 32, 9-53
SECTION 9
14
10
11
12
13
8
9
XXXXXX
BILLING
7
15
16
6
25
20 19 18 17
5
21
22
4
23
3
2
24
1b
1a
INSTRUMENT PANEL
Figure 7-33
(Sheet 1 of 2)

9-54, 30 of 32 REVISED: April 2, 2020

1. Standby instrument 17. Left switch bank – (L to R, See Figure 7-21)

a. Aspen EBD-1000 a. Battery Master
b. Garmin G5 b. Left Alternator
REVISED:
2. Elevator Trim switch c. Right Alternator
3. PFD d. Avionics Master
4. Registration Number plate e. Emergency Battery
5. Audio Panel 18. Landing gear selector
April 2, 2020
PA-44-180, SEMINOLE
6. MFD 19. Emergency gear extension knob & guard

7. Environmental controls (See Figure 7-31) 20. Dimmer controls (L to R)
8. HOBBS meter - Billing - Optional a. Switches
9. HOBBS meter - Maintenance or Flight b. Panel
10. HOBBS meter - Heater c. Avionics
11. ELT switch 21. Left and right fuel pump switches
Figure 7-33
(Sheet 2 of 2)
12. Cabin heater fan 22. Parking brake
13. Ventilation fan 23. Engine switches (L to R)
14. Right switch bank (L to R) (See Figure 7-21) a. Left engine switches
(left and right magneto and primer)
a. Pitot Heat
INSTRUMENT PANEL (continued)

b. Left engine starter
b. Nav lights
c. Right engine starter
c. Recognition lights
d. Right engine switches
d. Landing light (primer and left and right magneto)
31 of 32,
e. Strobe light 24. ADF (option)
15. Circuit Breakers 25. Level Mode (LVL) switch (opional)
16. Throttle quadrant
SUPPLEMENT 5
SECTION 9
9-55
REPORT: VB-2636
SECTION 9

SECTION 9

AND
SUPPLEMENT NO. 6
FOR
AMSAFE INFLATABLE SEAT RESTRAINTS

(FAA STC SA02276AK)
(EASA STC 10031010)
The FAA approved operational supplement for the AMSAFE Inflatable

Seat Restraints, installed in accordance with STC SA02276AK, is required
for operation of this system. AMSAFE will be responsible to supply and
revise the operational supplement. It is permitted to include the AMSAFE
Inflatable Seat Restraints supplement in this location of the Pilot’s Operating
Handbook unless otherwise stated by AMSAFE. The information contained
in the AMSAFE Inflatable Seat Restraints supplement may supersede or
supplement the information in the basic Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual with respect to the operation of the AMSAFE
Inflatable Seat Restraints system. For limitations, procedures and performance
information not contained in the AMSAFE supplement, consult the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.
6 AMSAFE Inflatable Seat Restraints (STC SA02276AK)

REVISED:
9-57 December 16, 2019
SECTION 9

SECTION 9

AND
SUPPLEMENT NO. 7
FOR
SAFE FLIGHT ANGLE OF ATTACK SYSTEM

FAA Approved Airplane Flight Manual when the Safe Flight Angle of Attack
(AoA) system is installed per the Equipment List.
The information contained herein supplements or supersedes the Pilot’s

Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual.
FAA APPROVED: ______________________

ERIC A. WRIGHT
ODA-510620-CE
PIPER AIRCRAFT, INC.
VERO BEACH, FLORIDA
DATE OF APPROVAL: ______April 2, 2020______
7 Safe Flight Angle of Attack System (8 pages)

REVISED:
April 2, 2020 1 of 8, 9-59
SECTION 9
SECTION 1 - GENERAL
The Safe Flight Angle of Attack (AoA) Indexer, referred to as the “AoA
Indicator” or simply “display” in this supplement, is a system that receives and
displays angle of attack information from the lift transducer vane installed in the
right wing of the aircraft.
1. The angle of attack system provides advisory information only and does
not replace the aircraft’s primary stall warning system.

No change.

9-60, 2 of 8 REVISED: April 2, 2020
SECTION 9

4.5e BEFORE TAXIING
AVION MASTER Switch..................................................................... ON
AoA Indicator........................................................... VERIFY SELF TEST
AoA Indication..............................................lights illuminated (not blank)
NOTE
If AoA indications are suspected to not be accurate,
discontinue use of the AoA Indicator.
NOTE
If the AoA Indicator screen turns off after
the power-on self-test, check that the AOA
INDICATOR circuit breaker is pushed in.
4.5i BEFORE TAKEOFF
AoA Reference Marker......................................................SET (if desired)

REVISED:
April 2, 2020 3 of 8, 9-61
SECTION 9
No change.
Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the Pilot’s Operating Handbook and Airplane Flight
Manual.
SECTION 7 - DESCRIPTION AND OPERATION OF THE AIRPLANE
AND ITS SYSTEMS
NOTE
The AoA Indicator provides advisory information
only and does not replace the aircraft’s primary
stall warning system.
The Safe Flight AoA indicating system receives and displays Angle of
Attack (AoA) information from the lift transducer on the leading edge of the
right wing. The position of the lift transducer vane on the wing’s leading edge is
converted to AoA within the indicator computer on the glareshield. Indication of
angle of attack can serve as a reliable aid for low airspeed awareness. The AoA
system is completely independent of the existing stall warning system.
SYSTEM DESCRIPTION
The AoA Indicator consists of a series of red, yellow and green lights, a
reference marker, and two buttons on the right side as shown in Figure 7-1 below.
AoA Indicator
Figure 7-1

SECTION 9

AND ITS SYSTEMS (continued)
The lights on the display shown in Figure 7-1 are a general representation
of angle of attack.
1. Stall is imminent or stall is occurring.
2. Approaching stall, such as stall warning.
3. Aircraft is operating at an angle of attack which provides adequate stall
margin.
4. Aircraft is operating at a relatively low angle of attack.
The reference marker is a white triangle along the right side of the display
which can be set by the pilot as a target angle of attack during specific phases of
flight. Experience with various flight conditions will allow the reference marker
to be set at the optimum locations.
The two buttons on the right side of the display perform multiple functions.
When the upper button is pressed quickly, it raises the reference marker towards
the high AoA side and when the lower button is pressed quickly, it lowers the
reference marker towards the low AoA side. Immediately after either button is
pressed, all lights on the display will momentarily illuminate giving the pilot
awareness of where the reference marker is being set. Holding the top button
for four seconds mutes or unmutes the audio. Holding the bottom button for two
seconds dims or brightens the display.
Circuit protection for the Safe Flight AoA system is provided by the AOA
INDICATOR circuit breaker located on the bottom right of the instrument panel,
Row 3, Col. 12.
SYSTEM USAGE
After turning on the AVION MASTER switch in the BEFORE TAXIING
checklist, the pilot should verify that the AoA system self-test has successfully
completed. During the self-test all indicator lights will illuminate for
approximately five seconds, followed by a set of lights that corresponds to the
current lift transducer vane position. An audio warning will also sound for the
duration of the self-test. There is no specific lighting expectation during ground
operations, however, two red flashing lights at the top of the display or one green
light at the bottom of the display could indicate a jammed lift transducer vane. If
the red LED on the high side of the display is blinking slowly, the system must
not be used until a system calibration has been completed. Refer to Section 8 of
this supplement for further instructions.

REVISED:
April 2, 2020 5 of 8, 9-63
SECTION 9

AND ITS SYSTEMS (continued)
NOTE
If AoA indications are suspected to not be accurate,
discontinue use of the AoA Indicator.
The reference marker can be set to a target angle of attack for the desired
phase of flight. During the takeoff roll, as airflow increases over the wing, the
AoA indication will change to a representative in-flight condition. See Figure 7-1
for representative AoA indications.
Power is removed from the AoA Indicator when the AVION MASTER
switch is turned off.

SECTION 9
SECTION 8 - AIRPLANE HANDLING, SERVICING, AND

MAINTENANCE
The Safe Flight AoA indicating system is not field repairable. If the
operation of the system is in doubt, apply power to the system and verify that
the power-on self-test has completed properly. If the power-on self-test is
unsuccessful, hold the top and bottom buttons on the AoA Indicator for two
seconds while power is applied. The display will illuminate all reference marker
segments and then will illuminate a particular light segment on the display. Note
which light segments illuminated, as this will aid in diagnosing the problem.
When contacting support, have the following information available:
1. Unit part number
2. Unit serial number
3. Unit software revision
4. Fault code (which LEDs illuminated on the display)
The part number, serial number, and software revision can be found on the
nameplate on the lower surface of the AoA Indicator. Detaching the unit is not
necessary as the values can be seen with the aid of a mirror or by taking a picture
with a slim camera.
SECTION 10 - OPERATING TIPS

No change.

REVISED:
April 2, 2020 7 of 8, 9-65
SECTION 9

SECTION 10
PA-44-180, SEMINOLE OPERATING TIPS
Table of Contents
Section 10
Operating Tips
Paragraph Page
No. No.
10.1 General..................................................................................... 10-1
10.3 Operation Tips.......................................................................... 10-1

10-i
SECTION 10
OPERATING TIPS PA-44-180, SEMINOLE

10-ii
SECTION 10
Section 10
Operating Tips
10.1 General
This section provides operating tips of particular value in the operation of
the Piper Seminole.
10.3 Operating Tips

(a) Learn to trim for takeoff so that only a very light back pressure on the
wheel is required to lift the airplane off the ground.
(b) On takeoff, do not retract the gear prematurely. The airplane may settle
and make contact with the ground because of lack of flying speed,
atmospheric conditions, or rolling terrain.
(c) Flaps may be lowered at airspeeds up to 111 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The flap step will not support weight if the
flaps are in any extended position. The flaps must be placed in the UP
position before they will lock and support weight on the step.
(d) Always determine position of landing gear by checking the gear
position indications.
(e) The shape of the nacelle fuel tanks is such that in certain maneuvers and
with low fuel levels, the fuel may move away from the tank outlet. If the
outlet is uncovered, the fuel flow will be interrupted and a temporary
loss of power may result. Pilots can prevent inadvertent uncovering of
the outlet by avoiding maneuvers which could result in uncovering the
outlet.
Extreme running turning takeoffs should be avoided.
Prolonged slips and skids which result in excess of 2000 feet of
altitude loss, or other radical or extreme maneuvers which could cause
uncovering of the fuel outlet must be avoided as fuel flow interruption
may occur when the tank being used is not full.

10-1
SECTION 10
10.3 Operating Tips (continued)

(f) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the proper
positioning of his feet on the rudder pedals so as to avoid interference
with the torque tube when moving the rudder pedals or operating the toe
brakes.
(g) Anti-collision lights should not be operating when flying through clouds,
fog, or haze, since reflected light can produce spacial disorientation.
Strobe lights should not be used in close proximity to the ground such
as during taxiing, takeoff or landing.
(h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such as
regulations, advisory circulars, Aviation News, AIM and safety aids.
(i) All pilots who plan to fly above 10,000 feet should take initial high
altitude physiological training and then take refresher training every
two or three years.
(j) Sluggish RPM control and propeller overspeed with poor RPM recovery
after rapid throttle application are indications that nitrogen pressure in
the propeller dome is low.
(k) Experience has shown that the training advantage gained by pulling a
mixture control or turning off the fuel to simulate engine failure at low
altitude is not worth the risk assumed, therefore it is recommended that
instead of using either of these procedures to simulate loss of power
at low altitude, the throttle be retarded slowly to idle position. A rapid
reduction in power (full throttle to idle in less than 2 seconds) may
be harmful to the engine. See Section 4 for power settings which are
recommended for simulated one engine operation.

10-2
SECTION 10
10.3 Operating Tips (continued)

(l) Before starting either engine, check that all radio switches, light
switches and the pitot heat switch are in the OFF position so as not to
create an overloaded condition when the starter is engaged.
(m) The airplane should not be flown in severe turbulence as damage to the
airframe structure could result.
(n) The best speed for takeoff is about 75 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of an engine
failure.

10-3
SECTION 10

10-4

POH - PA44 Seminole G1000 NXi

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REFERENCE ONLY

THIS ELECTRONIC VERSION

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE

THIS FLIGHT MANUAL IS EASA

REPORT: VB-2636 ISSUED: November 3, 2016

ISSUED: November 3, 2016 REPORT: VB-2636

I. Identifying Revised Material

ORIGINAL PAGES ISSUED

REPORT: VB-2636 ISSUED: November 3, 2016

PILOT’S OPERATING HANDBOOK LOG OF REVISIONS

ISSUED: November 3, 2016 REPORT: VB-2636

PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont.)

Rev. 2 ii Updated copyright.

REPORT: VB-2636 ISSUED: November 3, 2016

PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont.)

Rev. 3 vi-a, -b Added Rev. 3 to L of R.

ISSUED: November 3, 2016 REPORT: VB-2636

PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont.)

Rev. 4 i Added EASA approval.

REPORT: VB-2636 ISSUED: November 3, 2016

PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont.)

ISSUED: November 3, 2016 REPORT: VB-2636

PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont.)

REPORT: VB-2636 ISSUED: November 3, 2016

ISSUED: November 3, 2016 REPORT: VB-2636

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REPORT: VB-2636 ISSUED: November 3, 2016

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THIS SPACE INTENTIONALLY LEFT BLANK

ISSUED: November 3, 2016 REPORT: VB-2636

REPORT: VB-2636 ISSUED: November 3, 2016

Propeller Hartzell Hartzell

ISSUED: November 3, 2016 REPORT: VB-2636

(a) Fuel Capacity (U.S. gal.) (total) 110

REPORT: VB-2636 ISSUED: November 3, 2016

1.13 MAXIMUM WEIGHTS

1.15 STANDARD AIRPLANE WEIGHTS

1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS

1.19 SPECIFIC LOADING

ISSUED: November 3, 2016 REPORT: VB-2636

1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

The Garmin G1000 Integrated Avionics GNSS navigation system as installed

The Garmin G1000 Integrated Avionics GNSS navigation system as installed

REPORT: VB-2636 ISSUED: November 3, 2016

1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

No time limit using

Part 91, Part 91

B-RNAV / Must have GNSS/ FAA AC R B2

This does not

ISSUED: November 3, 2016 REPORT: VB-2636

1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

No time limit using

Part 91, Part 91

REPORT: VB-2636 ISSUED: November 3, 2016

1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

The GNSS RNAV

ISSUED: November 3, 2016 REPORT: VB-2636

1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT